OM-D Review Checklist: Training Manual Compliance

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DOCUMENTATION ANALYSIS
OPERATIONS MANUAL
Part D : TRAINING
OPERATOR
Revision
INSPECTOR
REFERENCES
DATE
Reg. N°965/2012 & related AMCs/GMs
Reg. N°1178/2011 & related AMCs/GMs
Reg. N°1332/2011
Reg. N°300/2008
Reg. N°748/2012
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OPERATIONS MANUAL – Part D
A = Applicable, NA = Not Applicable; I = Implemented, NI = Not Implemented; C = Compliant; NC = Not Compliant
Item
N°
Reference
ORO.MLR.100
1.
2.
ORO.MLR.100
Item
The operator shall ensure that all personnel are able to
understand the language in which those parts of the OM
which pertain to their duties and responsibilities are
written.
The content of the OM shall be presented in a form that
can be used without difficulty and observes human factors
principles.
A
I
Compliance Criteria
English is preferred.
0 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL
3.
AMC3 ORO.MLR.100
0.1 Introduction
ORO.GEN.110 (a)
(a) A statement that the manual complies with all
applicable regulations and with the terms and conditions
of the applicable Air Operator Certificate.
ORO.MLR.100
AMC3 ORO.MLR.100
4.
ORO.GEN.110 (b)
AMC3 ORO.MLR.100
ORO.MLR.101
5.
The content of the OM shall reflect the requirements set out in
Annex III (Part-ORO), Annex IV (Part-CAT) and Annex V (PartSPA), as applicable, and shall not contravene the conditions
contained in the operations specifications to the air operator
certificate (AOC).
(b) A statement that the manual contains operational
instructions that are to be complied with by the relevant
personnel.
Every flight shall be conducted in accordance with the
provision of the ops manual.
(c) A list and brief description of the various parts, their
contents, applicability and use.
The main structure of the OM shall be as follows:
(a) Part A: General/Basic, comprising all non-type-related
operational policies, instructions and procedures;
(b) Part B: Aircraft operating matters, comprising all typerelated instructions and procedures, taking into account
differences between types/classes, variants or individual
aircraft used by the operator;
(c) Part C: Commercial air transport operations, comprising
route/role/area and aerodrome/operating site instructions and
information;
(d) Part D: Training, comprising all training instructions for
personnel required for a safe operation.
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AMC3 ORO.MLR.100
(d) Explanations and definitions of terms and words
needed for the use of the manual.
Definitions to be checked according annex I to regulation
965/2012.
AMC3 ORO.MLR.100
0.2 System of amendment and revision
ORO.MLR.100
(a) Details of the person(s) responsible for the issuance
and insertion of amendments and revisions.
For amendments required to be notified in accordance with
ORO.GEN.115(b) and ORO.GEN.130(c), the operator shall
supply the competent authority with intended amendments in
advance of the effective date; and
For amendments to procedures associated with prior approval
items in accordance with ORO.GEN.130, approval shall be
obtained before the amendment becomes effective.
7.
When immediate amendments or revisions are required in the
interest of safety, they may be published and applied
immediately, provided that any approval required has been
applied for.
8.
AMC3 ORO.MLR.100
ORO.MLR.100
AMC3 ORO.MLR.100
9.
10.
11.
12.
ORO.MLR.100
AMC3 ORO.MLR.100
ORO.MLR.100
AMC3 ORO.MLR.100
The operator shall incorporate all amendments and revisions
required by the competent authority.
(c) A statement that handwritten amendments and
revisions are not permitted except in situations requiring
immediate amendment or revision in the interest of safety.
(d) A description of the system for the annotation of pages
and their effective dates.
(e) A list of effective pages.
ORO.MLR.100
AMC3 ORO.MLR.100
ORO.MLR.100
AMC3 ORO.MLR.100
13.
(b) A record of amendments and revisions with insertion
dates and effective dates.
ORO.MLR.100
(f) Annotation of changes (on text pages and, as far as
practicable, on charts and diagrams).
The OM shall be kept up to date. All personnel shall be made
aware of the changes that are relevant to their duties.
(g) Temporary revisions.
The operator should describe the conditions for temporary
revisions.
AMC1 ORO.MLR.100
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AMC3 ORO.MLR.100
ORO.AOC.150
Item
(h) A description of the distribution system for the
manuals, amendments and revisions.
A
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Compliance Criteria
The operator shall be capable of distributing operational
instructions and other information without delay.
All operations personnel shall have easy access to the portions
of the OM that are relevant to their duties.
ORO.MLR.100
The OM shall be kept up to date. All personnel shall be made
aware of the changes that are relevant to their duties.
14.
Each crew member shall be provided with a personal copy of
the relevant sections of the OM pertaining to their duties. Each
holder of an OM, or appropriate parts of it, shall be responsible
for keeping their copy up to date with the amendments or
revisions supplied by the operator.
1 DESCRIPTION OF SCOPE
AMC3 ORO.MLR.100
Description of scope
15.
Training syllabi and checking programmes for all operations
personnel assigned to operational duties in connection with
the preparation and/or conduct of a flight.
2 TRAINING SYLLABI & CHECKING PROGRAMMES (REQUIRE PRIOR APPROVAL)
2.1 FLIGHT CREW
16.
ORO.FC.145
Provision of training – Programmes & syllabi
Training shall be conducted in accordance with the training
programmes and syllabi established by the operator in the OM.
ORO.FC.145
Provision of training – Training personnel
Training shall be conducted by appropriately qualified
personnel. In the case of flight and flight simulation training
and checking, the personnel providing the training and
conducting the checks shall be qualified in accordance with
Part-FCL.
ORO.FC.145
Provision of training – Mandatory elements
When establishing the training programmes and syllabi, the
operator shall include the mandatory elements for the relevant
type as defined in the data established in accordance with
Regulation (EC) No 748/2012 (OSD).
ORO.FC.145
Provision of training – Use of FSTD
The use of individual FSTDs, shall be approved by the
competent authority.
17.
18.
19.
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The FSTD shall replicate the aircraft used by the operator, as far
as practicable. Differences between the FSTD and the aircraft
shall be described and addressed through a briefing or training,
as appropriate.
The operator shall establish a system to adequately monitor
changes to the FSTD and to ensure that those changes do not
affect the adequacy of the training programmes.
AMC1 ORO.FC.145(d)
Provision of training – Use of FSTD
20.
The operator should classify any differences between the
aircraft and FFS in accordance with the Air Transport
Association (ATA) chapters as follows:
-
Level A differences
-
Level B differences
-
Level C differences
-
Level D differences
See AMC1 ORO.FC.145(d) for more details.
Command course
ORO.FC.205
Command course - Content
(a) For aeroplane and helicopter operations, the command
course shall include at least the following elements:
(1) training in an FSTD, which includes line oriented flight
training (LOFT) and/or flight training;
(2) the OPC, operating as commander;
21.
(3) command responsibilities training;
(4) line training as commander under supervision, for a
minimum of:
(i) 10 flight sectors, in the case of aeroplanes; and
(ii) 10 hours, including at least 10 flight sectors, in the case of
helicopters;
(5) completion of a line check as commander and
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demonstration of adequate knowledge of the route or area to
be flown and of the aerodromes, including alternate
aerodromes, facilities and procedures to be used; and
(6) CRM training.
The command course on CS-23 aircraft should include at least 2
FSTD sessions due to the differences between RHS and LHS.
OSD shall be taken into consideration.
AMC1 ORO.FC.205
Command course – Combined upgrading & conversion
course for helicopter
If a pilot is converting from one helicopter type or variant to
another when upgrading to commander:
(a) the command course should also include a conversion
course in accordance with ORO.FC.220; and
22.
(b) additional flight sectors should be required for a pilot
transitioning onto a new type of helicopter.
AMC1 ORO.FC.115
Command course – CRM training
23.
The operator should ensure that elements of CRM training are
integrated into the command course, as specified in Table 1 of
(g) AMC1 ORO.FC.115.
Route, area & aerodrome knowledge
ORO.FC.105
Route, area & aerodrome knowledge
The commander or the pilot, to whom the conduct of the flight
may be delegated, shall have had initial familiarisation training
of the route or area to be flown and of the aerodromes,
facilities and procedures to be used. This route/area and
aerodrome knowledge shall be maintained by operating at
least once on the route or area or to the aerodrome within a
12-month period.
AMC1 ORO.FC.105(b)(2);(c)
Route, area & aerodrome knowledge – Route & area
Area and route training should include knowledge of:
24.
(i) terrain and minimum safe altitudes;
25.
(ii) seasonal meteorological conditions;
(iii) meteorological, communication and air traffic facilities,
services and procedures;
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(iv) search and rescue procedures where available; and
(v) navigational facilities associated with the area or route
along which the flight is to take place.
AMC1 ORO.FC.105(b)(2);(c)
Route, area & aerodrome knowledge – Route & area
Depending on the complexity of the area or route, as assessed
by the operator, the following methods of familiarisation
should be used:
(i) for the less complex areas or routes, familiarisation by selfbriefing with route documentation, or by means of
programmed instruction; and
26.
(ii) in addition, for the more complex areas or routes, in-flight
familiarisation as a pilot-in-command/commander or co-pilot
under supervision, observer, or familiarisation in a FSTD using a
database appropriate to the route concerned.
AMC1 ORO.FC.105(b)(2);(c)
Route, area & aerodrome knowledge – Aerodrome
Aerodrome training should include knowledge of obstructions,
physical layout, lighting, approach aids and arrival, departure,
holding and instrument approach procedures, applicable
operating minima and ground movement considerations.
AMC1 ORO.FC.105(b)(2);(c)
Route, area & aerodrome knowledge – Aerodrome
category B
The commander should be briefed, or self-briefed by means of
programmed instruction, on the category B aerodrome(s)
concerned. The completion of the briefing should be recorded.
This recording may be accomplished after completion or
confirmed by the commander before departure on a flight
involving category B aerodrome(s) as destination or alternate
aerodromes.
AMC1 ORO.FC.105(b)(2);(c)
Route, area & aerodrome knowledge – Aerodrome
category C
The commander should be briefed and visit the aerodrome as
an observer and/or undertake instruction in a suitable FSTD.
The completion of the briefing, visit and/or instruction should
be recorded.
27.
28.
29.
Check also the AIP of the concerned aerodrome because
additional training may be required as per AIP.
30.
AMC1 ORO.FC.105(c)
Route, area & aerodrome knowledge – Recency
(a) The 12-month period should be counted from the last day
of the month:
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(1) when the familiarisation training was undertaken; or
(2) of the latest operation on the route or area to be flown and
of the aerodromes, facilities and procedures to be used.
(b) When the operation is undertaken within the last 3
calendar months of that period, the new 12-month period
should be counted from the original expiry date.
AMC2 ORO.FC.105(c)
Route, area & aerodrome knowledge – Recency – Perfo
class B aeroplanes
In the case of CAT operations with performance class B
aeroplanes operating under visual flight rules (VFR) by night or
instrument flight rules (IFR), the knowledge should be
maintained as follows:
(a) except for operations to the most demanding aerodromes,
by completion of at least 10 flight sectors within the area of
operation during the preceding 12 months in addition to any
required self-briefing;
(b) operations to the most demanding aerodromes may be
performed only if:
31.
(1) the pilot-in-command/commander has been qualified at the
aerodrome within the preceding 36 months by a visit as an
operating flight crew member or as an observer;
(2) the approach is performed in visual meteorological
conditions (VMC) from the applicable minimum sector altitude;
and
(3) an adequate self-briefing has been made prior to the flight.
32.
ORO.FC.105
CAT.POL.A.240
ORO.FC.105
33.
34.
Route, area & aerodrome knowledge – Increased bank
angles
The flight crew shall obtain adequate knowledge of the route
to be flown and of the procedures to be used.
Route, area & aerodrome knowledge – Steep approach
For each aerodrome at which steep approach operations are to
be conducted, pilot qualification and special aerodrome
familiarisation shall be taken into consideration.
Route, area & aerodrome knowledge – Short landing
The pilot experience, training and special aerodrome
familiarisation requirements shall be specified and met.
CAT.POL.A.245/345
ORO.FC.105
CAT.POL.A.250/350
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CRM - Generalities
ORO.FC.115
CRM Training
35.
(a) Before operating, the flight crew member shall have
received CRM training, appropriate to his/her role, as specified
in the operations manual.
(b) Elements of CRM training shall be included in the aircraft
type or class training and recurrent training as well as in the
command course.
AMC1 ORO.FC.115
CRM - Training environment
CRM training should be conducted in the non-operational
environment (classroom and computer-based) and in the
operational environment (flight simulation training device
(FSTD) and aircraft). Tools such as group discussions, team task
analysis, team task simulation and feedback should be used.
Whenever possible, classroom training should be conducted in
a group session away from the pressures of the usual working
environment, so that the opportunity is provided for flight crew
members to interact and communicate in an environment
conducive to learning.
36.
Computer-based training should not be conducted as a standalone training method, but may be conducted as a
complementary training method.
Whenever practicable, parts of the CRM training should be
conducted in FSTDs that reproduce a realistic operational
environment and permit interaction. This includes but is not
limited to line-oriented flight training (LOFT) scenarios.
CRM principles should be integrated into relevant parts of
flight crew training and operations including checklists,
briefings, abnormal and emergency procedures.
37.
38.
AMC1 ORO.FC.115
CRM – Management system
CRM training should address hazards and risks identified by the
operator’s management system described in ORO.GEN.200.
AMC1 ORO.FC.115
CRM – Competency-based
Whenever practicable, the compliance-based approach
concerning CRM training may be substituted by a competency-
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based approach such as evidence-based training. In this
context, CRM training should be characterised by a
performance orientation, with emphasis on standards of
performance and their measurement, and the development of
training to the specified performance standards.
AMC1 ORO.FC.115
CRM – Contracted CRM training
If the operator chooses not to establish its own CRM training,
another operator, a third party or a training organisation may
be contracted to provide the training in accordance with
ORO.GEN.205. In case of contracted CRM training, the operator
should ensure that the content of the course covers the
specific culture, the type of operations and the associated
procedures of the operator. When crew members from
different operators attend the same course, the CRM training
should be specific to the relevant flight operations and to the
trainees concerned.
AMC1 ORO.FC.115
CRM – Syllabus – Automation and philosophy on the use of
automation
(i) The CRM training should include training in the use and
knowledge of automation, and in the recognition of systems
and human limitations associated with the use of automation.
The operator should, therefore, ensure that the flight crew
member receives training on:
39.
(A) the application of the operations policy concerning the use
of automation as stated in the operations manual; and
40.
(B) system and human limitations associated with the use of
automation, giving special attention to issues of mode
awareness, automation surprises and over-reliance including
false sense of security and complacency.
(ii) The objective of this training should be to provide
appropriate knowledge, skills and attitudes for managing and
operating automated systems. Special attention should be
given to how automation increases the need for crews to have
a common understanding of the way in which the system
performs, and any features of automation that make this
understanding difficult.
(iii) If conducted in an FSTD, the training should include
automation surprises of different origin (system- and pilot-
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induced).
AMC1 ORO.FC.115
CRM – Syllabus – Monitoring and intervention
Flight crew should be trained in CRM-related aspects of
operation monitoring before, during and after flight, together
with any associated priorities. This CRM training should include
guidance to the pilot monitoring on when it would be
appropriate to intervene, if felt necessary, and how this should
be done in a timely manner. Reference should be made to the
operator procedures for structured intervention as specified in
the operations manual.
AMC1 ORO.FC.115
CRM – Syllabus – Resilience development
CRM training should address the main aspects of resilience
development. The training should cover:
41.
GM5 ORO.FC.115
(i) Mental flexibility
Flight crew should be trained to:
(A) understand that mental flexibility is necessary to recognise
critical changes;
(B) reflect on their judgement and adjust it to the unique
situation;
(C) avoid fixed prejudices and over-reliance on standard
solutions; and
42.
(D) remain open to changing assumptions and perceptions.
(ii) Performance adaptation
Flight crew should be trained to:
(A) mitigate frozen behaviours, overreactions and
inappropriate hesitation; and
(B) adjust actions to current conditions.
See GM5 ORO.FC.115 for more details.
AMC1 ORO.FC.115
43.
CRM – Syllabus – Surprise and startle effect
CRM training should address unexpected, unusual and stressful
situations. The training should cover:
(i) surprises and startle effects; and
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(ii) management of abnormal and emergency situations,
including:
(A) the development and maintenance of the capacity to
manage crew resources;
(B) the acquisition and maintenance of adequate automatic
behavioural responses; and
(C) recognising the loss and re-building situation awareness and
control.
AMC1 ORO.FC.115
CRM – Syllabus – Cultural differences
CRM training should cover cultural differences of multinational
and cross-cultural crews.
This includes recognising that:
(i) different cultures may have different communication
specifics, ways of understanding and approaches to the same
situation or problem;
44.
(ii) difficulties may arise when crew members with different
mother tongue communicate in a common language which is
not their mother tongue; and
(iii) cultural differences may lead to different methods for
identifying a situation and solving a problem.
AMC1 ORO.FC.115
CRM – Syllabus – Operator’s safety culture and company
culture
CRM training should cover the operator’s safety culture, its
company culture, the type of operations and the associated
procedures of the operator. This should include areas of
operations that may lead to particular difficulties or involve
unusual hazards.
AMC1 ORO.FC.115
CRM – Syllabus – Case studies
(i) CRM training should cover aircraft type-specific case studies,
based on the information available within the operator’s
management system, including:
45.
46.
(A) accident and serious incident reviews to analyse and
identify any associated non-technical causal and contributory
factors, and instances or examples of lack of CRM; and
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(B) analysis of occurrences that were well managed.
(ii) If relevant aircraft type-specific or operator-specific case
studies are not available, the operator should consider other
case studies relevant to the scale and scope of its operations.
AMC2 ORO.FC.115
CRM – Single pilot
For single-pilot helicopter operations with technical crew,
AMC1 ORO.FC.115 should be applied.
For single-pilot operations other than those specified in (a),
AMC1 ORO.FC.115 should be applied with the following
differences:
(1) Relevant training
Training should cover the relevant CRM training, i.e. initial
operator’s training, the operator conversion course and
recurrent training.
(2) Relevant training elements
47.
CRM training should focus on the elements specified in Table 1
of (g) of AMC1 ORO.FC.115 which are relevant to single-pilot
operations. Therefore, single-pilot CRM training should include,
among others:
(i) situation awareness;
(ii) workload management;
(iii) decision-making;
(iv) resilience development;
(v) surprise and startle effect; and
(vi) effective communication and coordination with other
operational personnel and ground services.
(3) Computer-based training
Notwithstanding (a)(3) of AMC1 ORO.FC.115, computer-based
training may be conducted as a stand-alone training method.
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(4) Operation with ELA2 aircraft
Notwithstanding (1) and (2), for operations with ELA2 aircraft
the relevant CRM training and its duration should be
determined by the operator, based on the aircraft type and the
complexity of the operation.
Initial CRM
ORO.FC.215
Initial operator’s CRM training
(a) The flight crew member shall have completed an initial CRM
training course before commencing unsupervised line flying.
(c) If the flight crew member has not previously received
theoretical training in human factors to the ATPL level, he/she
shall complete, before or combined with the initial CRM
training, a theoretical course provided by the operator and
based on the human performance and limitations syllabus for
the ATPL as established in Part-FCL.
48.
ORO.FC.215
Initial operator’s CRM training – Content
AMC1 ORO.FC.115
49.
(1) The flight crew member should complete the initial
operator’s CRM training once. When the type of operation of a
new operator is not different, the new operator should not be
required to provide the initial operator’s CRM training to this
flight crew member a second time.
(2) The initial training should cover all elements specified in
Table 1 of (g) AMC1 ORO.FC.115.
GM3 ORO.FC.115
Initial operator’s CRM training – minimum time
50.
Initial operator’s CRM training for multi-pilots operations: 18
training hours with a minimum of 12 training hours in
classroom training.
initial operator’s CRM training for single-pilot operations: 6
training hours.
CRM trainer
ORO.FC.215
51.
AMC3 ORO.FC.115
CRM trainer - Introduction
The provisions described below:
(1) should be fulfilled by flight crew CRM trainers responsible
for classroom CRM training; and
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(2) are not applicable to:
(i) instructors, holding a certificate in accordance with Part-FCL,
who conduct CRM training in the operational environment; and
(ii) trainers or instructors conducting training other than CRM
training, but integrating CRM elements into this training.
ORO.FC.215
AMC3 ORO.FC.115
CRM trainer - Qualification
(1) A training and standardisation programme for flight crew
CRM trainers should be established.
(2) A flight crew CRM trainer, in order to be suitably qualified,
should:
(i) have adequate knowledge of the relevant flight operations;
(ii) have adequate knowledge of human performance and
limitations (HPL), whilst:
(A) having obtained a commercial pilot licence in accordance
with Part-FCL; or
(B) having followed a theoretical HPL course covering the
whole syllabus of the HPL examination;
52.
(iii) have completed flight crew initial operator’s CRM training;
(iv) have received training in group facilitation skills;
(v) have received additional training in the fields of group
management, group dynamics and personal awareness; and
(vi) have demonstrated the knowledge, skills and credibility
required to train the CRM
training elements in the non-operational environment, as
specified in Table 1 of AMC1 ORO.FC.115.
(3) The following qualifications and experiences are also
acceptable for a flight crew CRM trainer in order to be suitably
qualified:
(i) A flight crew member holding a recent qualification as a
flight crew CRM trainer may continue to be a flight crew CRM
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trainer after the cessation of active flying duties if he/she
maintains adequate knowledge of the relevant flight
operations.
(ii) A former flight crew member may become a flight crew
CRM trainer if he/she maintains adequate knowledge of the
relevant flight operations and fulfils the provisions of (2)(ii) to
(2)(vi).
(iii) An experienced CRM trainer may become a flight crew CRM
trainer if he/she demonstrates adequate knowledge of the
relevant flight operations and fulfils the provisions of (2)(ii) to
(2)(vi).
ORO.FC.215
AMC3 ORO.FC.115
CRM trainer - Training
(1) Training of flight crew CRM trainers should be both
theoretical and practical. Practical elements should include the
development of specific trainer skills, particularly the
integration of CRM into line operations.
(2) The basic training of flight crew CRM trainers should include
the training elements for flight crew, as specified in Table 1 of
AMC1 ORO.FC.115. In addition, the basic training should
include the following:
(i) introduction to CRM training;
(ii) operator’s management system;
53.
(iii) characteristics, as applicable:
(A) of the different types of CRM trainings (initial, recurrent,
etc.);
(B) of combined training; and
(C) related to the type of aircraft or operation; and
(iv) assessment.
(3) The refresher training of flight crew CRM trainers should
include new methodologies, procedures and lessons learned.
(4) Instructors, holding a certificate in accordance with Part-
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FCL, who are also CRM trainers, may combine the CRM trainer
refresher training with instructor refresher training.
(5) Instructors for other-than complex motor-powered aircraft
should be qualified as flight crew CRM trainers for this aircraft
category with no additional training, as specified in (2) and (3)
when:
(i) holding a certificate in accordance Part-FCL; and
(ii) fulfilling the provisions of (b)(2) or (b)(3).
(6) The training of flight crew CRM trainers should be
conducted by flight crew CRM trainers with a minimum of 3
years’ experience. Assistance may be provided by experts in
order to address specific areas.
ORO.FC.215
CRM trainer - Assessment
AMC3 ORO.FC.115
GM7 ORO.FC.115
(1) A flight crew CRM trainer should be assessed by the
operator when conducting the first CRM training course. This
first assessment should be valid for a period of 3 years.
(2) The operator should ensure that the process for the
assessment is included in the operations manual describing
methods for observing, recording, interpreting and debriefing
the flight crew CRM trainer. All personnel involved in the
assessment must be credible and competent in their role.
54.
See GM7 ORO.FC.115
ORO.FC.215
AMC3 ORO.FC.115
CRM trainer – Recency and renewal
(1) For recency of the 3-year validity period, the flight crew
CRM trainer should:
(i) conduct at least 2 CRM training events in any 12-month
period;
55.
(ii) be assessed within the last 12 months of the 3-year validity
period by the operator; and
(iii) complete CRM trainer refresher training within the 3-year
validity period.
(2) The next 3-year validity period should start at the end of the
previous period.
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(3) For renewal, i.e. when a flight crew CRM trainer does not
fulfil the provisions of (1), he/she should, before resuming as
flight crew CRM trainer:
(i) comply with the qualification provisions of (b) and (d); and
(ii) complete CRM trainer refresher training.
GM3 ORO.FC.115
CRM trainer – Minimum times
(i) basic training:
(A) 18 training hours for trainees holding an instructor
certificate for complex motor-powered aircraft, as specified in
Part-FCL, which includes 25-hour training in teaching and
learning; or
56.
(B) 30 training hours for trainees who do not hold an instructor
certificate as specified in (A); and
(ii) refresher training: 6 training hours.
CRM assessment
AMC1 ORO.FC.115
Assessment of CRM skills
(2) The flight crew member’s CRM skills should be assessed in
the operational environment, but not during CRM training in
the non-operational environment. Nevertheless, during
training in the non-operational environment, feedback from
the flight crew CRM trainer or from trainees on individual and
crew performance may be given to the crew members
concerned.
57.
AMC1 ORO.FC.115
58.
(1) Assessment of CRM skills is the process of observing,
recording, interpreting and debriefing crews and crew
member’s performance using an accepted methodology in the
context of the overall performance.
Assessment of CRM skills
The assessment of CRM skills should:
(i) include debriefing the crew and the individual crew
member;
(ii) serve to identify additional training, where needed, for the
crew or the individual crew member; and
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(iii) be used to improve the CRM training system by evaluating
de-identified summaries of all CRM assessments.
AMC1 ORO.FC.115
Assessment of CRM skills
Prior to the introduction of CRM skills assessment, a detailed
description of the CRM methodology, including the required
CRM standards and the terminology used for the assessment,
should be published in the operations manual.
AMC1 ORO.FC.115
CRM Assessment – Methodology
The assessment should be based on the following principles:
59.
(i) only observable behaviours are assessed;
(ii) the assessment should positively reflect any CRM skills that
result in enhanced safety; and
60.
(iii) assessments should include behaviour that results in an
unacceptable reduction in safety margin.
GM6 ORO.FC.115
CRM Assessment – Methodology – NOTECHS
(a) NOTECHS (non-technical skills) is a validated method for
assessing flight crew CRM skills. The NOTECHS framework
consists of four main categories:
(1) Cooperation: Cooperation is the ability to work effectively
in a crew.
(2) Leadership and managerial skills: Effective leadership and
managerial skills help to achieve joint task completion within a
motivated, fully functioning team through coordination and
persuasiveness.
61.
(3) Situation awareness: Situation awareness relates to one’s
ability to accurately perceive what is in the flight crew
compartment and outside the aircraft. It is also one’s ability to
comprehend the meaning of different elements in the
environment and the projection of their status in the near
future.
(4) Decision-making: Decision-making is the process of
reaching a judgement or choosing an option.
(b) Each of the four categories is subdivided into elements and
behavioural markers. The elements are specified in Table 1 of
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GM6 ORO.FC.115 with examples of behavioural markers
(effective behaviour). The behavioural markers are assessed by
a rating scale to be established by the operator.
AMC1 ORO.FC.115
Assessment of CRM skills
Operators should establish procedures, including additional
training, to be applied in the event that flight crew members do
not achieve or maintain the required CRM standards.
Operator conversion training
(a) In the case of aeroplane or helicopter operations, the flight
crew member shall complete the operator conversion training
course before commencing unsupervised line flying:
62.
Operator conversion training
ORO.FC.120
(1) when changing to an aircraft for which a new type or class
rating is required;
63.
(2) when joining an operator.
(b) The operator conversion training course shall include
training on the equipment installed on the aircraft as relevant
to flight crew members’ roles.
ORO.FC.220
Operator conversion training – General
The flight crew member shall complete:
(1) the operator proficiency check and the emergency and
safety equipment training and checking before commencing
line flying under supervision (LIFUS); and
64.
(2) the line check upon completion of line flying under
supervision. For performance class B aeroplanes, LIFUS may be
performed on any aeroplane within the applicable class.
AMC1 ORO.FC.220
65.
Operator conversion training – General
The operator conversion training should include, in the
following order:
(i) ground training and checking, including aircraft systems, and
normal, abnormal and emergency procedures;
(ii) emergency and safety equipment training and checking,
(completed before any flight training in an aircraft
commences);
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(iii) flight training and checking (aircraft and/or FSTD); and
(iv) line flying under supervision and line check.
AMC1 ORO.FC.220
Operator conversion training – General
When the flight crew member has not previously completed an
operator’s conversion course, he/she should undergo general
first-aid training and, if applicable, ditching procedures training
using the equipment in water.
AMC1 ORO.FC.220
Operator conversion training – General
Where the emergency drills require action by the non-handling
pilot, the check should additionally cover knowledge of these
drills.
AMC1 ORO.FC.220
Operator conversion training – General
The operator’s conversion may be combined with a new
type/class rating training as required by Regulation (EU) No
1178/2011.
ORO.FC.220
Operator conversion training – ZFTT
For aeroplanes, pilots that have been issued a type rating
based on a zero flight-time training (ZFTT) course shall:
66.
67.
68.
(1) commence line flying under supervision not later than 21
days after the completion of the skill test or after appropriate
training provided by the operator. The content of such training
shall be described in the OM;
69.
(2) complete six take-offs and landings in a FSTD not later than
21 days after the completion of the skill test under the
supervision of a type rating instructor for aeroplanes (TRI(A))
occupying the other pilot seat. The number of take-offs and
landings may be reduced when credits are defined in the data
established in accordance with Regulation (EC) No 748/2012
(OSD). If these take-offs and landings have not been performed
within 21 days, the operator shall provide refresher training.
The content of such training shall be described in the OM;
(3) conduct the first four take-offs and landings of the LIFUS in
the aeroplane under the supervision of a TRI(A) occupying the
other pilot seat. The number of take-offs and landings may be
reduced when credits are defined in the data established in
accordance with Regulation (EC) No 748/2012 (OSD).
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ORO.FC.220
Operator conversion training – Flying duties
Once an operator conversion course has been commenced, the
FCM shall not be assigned to flying duties on another type or
class of aircraft until the course is completed or terminated.
Crew members operating only performance class B aeroplanes
may be assigned to flights on other types of performance class
B aeroplanes during conversion courses to the extent
necessary to maintain the operation.
ORO.FC.220
Operator conversion training – Amount of training
The amount of training required by the FCM for the operator’s
conversion course shall be determined in accordance with the
standards of qualification and experience specified in the OM,
taking into account his/her previous training and experience.
AMC1 ORO.FC.220
Operator conversion training – Ground training
(1) Ground training should comprise a properly organised
programme of ground instruction supervised by training staff
with adequate facilities, including any necessary audio,
mechanical and visual aids. Self-study using appropriate
electronic learning aids, computer-based training (CBT), etc.,
may be used with adequate supervision of the standards
achieved. However, if the aircraft concerned is relatively
simple, unsupervised private study may be adequate if the
operator provides suitable manuals and/or study notes.
70.
71.
72.
(2) The course of ground instruction should incorporate formal
tests on such matters as aircraft systems, performance and
flight planning, where applicable.
AMC1 ORO.FC.220
Operator conversion training – Emergency & safety
equipment training and checking
Emergency and safety equipment training should take place in
conjunction with cabin/technical crew undergoing similar
training with emphasis on coordinated procedures and twoway communication between the flight crew compartment and
the cabin.
AMC1 ORO.FC.220
Operator conversion training – Emergency & safety
equipment training and checking
On the initial conversion course and on subsequent conversion
courses as applicable, the following should be addressed:
73.
74.
(i)
Instruction on first-aid in general (initial conversion
course only); instruction on first-aid as
relevant to the aircraft type of operation and
crew complement, including those situations
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where no cabin crew is required to be carried
(initial and subsequent).
(ii)
Aero-medical topics (hypoxia, hyperventilation,
contamination of skin/eyes by aviation fuel or
hydraulic or other fluids, hygiene and food
poisoning and malaria)
(iii) The effect of smoke in an enclosed area and actual
use of all relevant equipment in a simulated
smoke-filled environment.
(iv) Actual fire fighting, using equipment representative
of that carried in the aircraft on an actual or
simulated fire except that, with Halon
extinguishers, an alternative extinguisher may
be used.
(v)
The operational procedures of security, rescue and
emergency services.
(vi) Survival information appropriate to their areas of
operation (e.g. polar, desert, jungle or sea)
and training in the use of any survival
equipment required to be carried.
(vii) A comprehensive drill to cover all ditching
procedures where flotation equipment is
carried. This should include practice of the
actual donning and inflation of a life-jacket,
together with a demonstration or audio-visual
presentation of the inflation of life-rafts
and/or slide-rafts and associated equipment.
This practice should, on an initial conversion
course, be conducted using the equipment in
water, although previous certified training
with another operator or the use of similar
equipment will be accepted in lieu of further
wet-drill training.
(viii) Instruction on the location of emergency and safety
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equipment, correct use of all appropriate
drills, and procedures that could be required
of flight crew in different emergency
situations. Evacuation of the aircraft (or a
representative training device) by use of a
slide where fitted should be included when the
operations manual procedure requires the
early evacuation of flight crew to assist on the
ground.
AMC1 ORO.FC.220
Operator conversion training – Flight training
75.
Flight training should be conducted to familiarise the flight
crew member thoroughly with all aspects of limitations and
normal, abnormal and emergency procedures associated with
the aircraft and should be carried out by suitably qualified class
and type rating instructors and/or examiners. For specific
operations, such as steep approaches, ETOPS, or operations
based on QFE, additional training should be carried out, based
on any additional elements of training defined for the aircraft
type in the data in accordance with Regulation (EC) No
748/2012 (OSD), where they exist.
Particular attention should be paid to the TASE in the
conversion training programme.
AMC1 ORO.FC.220
Operator conversion training – Flight training
In planning flight training on aircraft with a flight crew of two
or more, particular emphasis should be placed on the practice
of LOFT with emphasis on CRM, and the use of crew
coordination procedures, including coping with incapacitation.
AMC1 ORO.FC.220
Operator conversion training – Flight training
Normally, the same training and practice in the flying of the
aircraft should be given to co-pilots as well as commanders.
The ‘flight handling’ sections of the syllabus for commanders
and co-pilots alike should include all the requirements of the
operator proficiency check required by ORO.FC.230.
AMC1 ORO.FC.220
Operator conversion training – Flight training
Unless the type rating training programme has been carried
out in an FSTD usable for ZFTT, the training should include at
least three take-offs and landings in the aircraft.
AMC1 ORO.FC.220
Operator conversion training – LIFUS
Following completion of flight training and checking as part of
76.
77.
78.
79.
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the operator’s conversion course, each flight crew member
should operate a minimum number of sectors and/or flight
hours under the supervision of a flight crew member
nominated by the operator.
AMC1 ORO.FC.220
Operator conversion training – LIFUS
The minimum flight sectors/hours should be specified in the
operations manual and should be determined by the following:
(i) previous experience of the flight crew member;
80.
(ii) complexity of the aircraft; and
(iii) the type and area of operation.
AMC1 ORO.FC.220
Operator conversion training – LIFUS
For performance class B aeroplanes, the amount of LIFUS
required is dependent on the complexity of the operations to
be performed.
GM1 ORO.FC.220
Operator conversion training – LIFUS - Aeroplanes
The following minimum figures for details to be flown under
supervision are guidelines for operators to use when
establishing their individual requirements:
81.
(1) turbo-jet aircraft
(i) co-pilot undertaking first operator conversion course:
82.
(A) total accumulated 100 hours or minimum 40 flight sectors;
(ii) co-pilot upgrading to commander:
(A) minimum 20 flight sectors when converting to a new type;
(B) minimum 10 flight sectors when already qualified on the
aeroplane type.
AMC1 ORO.FC.220
83.
Operator conversion training – Passenger handling for
operations where no cabin crew is required
Other than general training on dealing with people, emphasis
should be placed on the following:
(1) advice on the recognition and management of passengers
who appear or are intoxicated with alcohol, under the
influence of drugs or aggressive;
(2) methods used to motivate passengers and the crowd
control necessary to expedite an aircraft evacuation; and
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(3) the importance of correct seat allocation with reference to
aircraft mass and balance. Particular emphasis should also be
given on the seating of special categories of passengers.
AMC1 ORO.FC.220
Operator conversion training – Discipline and
responsibilities, for operations where no cabin crew is
required
84.
Emphasis should be placed on discipline and an individual's
responsibilities in relation to:
(1) his/her ongoing competence and fitness to operate as a
crew member with special regard to flight and duty time
limitation (FTL) requirements; and
(2) security procedures.
AMC1 ORO.FC.220
Operator conversion training – Passenger briefing/safety
demonstrations, for operations where no cabin crew is
required
Training should be given in the preparation of passengers for
normal and emergency situations.
ORO.FC.220
Operator conversion training – CRM training
CRM training shall be integrated into the operator conversion
training course.
AMC1 ORO.FC.115
Operator conversion training – CRM training
When the flight crew member undertakes a conversion course
with a change of aircraft type or change of operator, elements
of CRM training should be integrated into all appropriate
phases of the operator’s conversion course, as specified in
Table 1 of (g) AMC1 ORO.FC.115.
AMC1 ORO.FC.115&215
Operator conversion training – Use of automation
(1) The operator conversion course should include training in
the use and knowledge of automation and in the recognition of
systems and human limitations associated with the use of
automation. The operator should therefore ensure that the
FCM receives training on:
85.
86.
87.
88.
(i) the application of the operations policy concerning the use
of automation as stated in the operations manual; and
(ii) system and human limitations associated with the use of
automation.
(2) The objective of this training should be to provide
appropriate knowledge, skills and behavioural patterns for
managing and operating automated systems. Special attention
should be given to how automation increases the need for
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crews to have a common understanding of the way in which
the system performs, and any features of automation that
make this understanding difficult.
AMC1 ORO.FC.220&230
Operator conversion training – Upset prevention &
recovery training – Complex motor-powered aeroplanes
with a MOPSC of more than 19
Upset prevention training should:
(1) consist of ground training and flight training in an FSTD or
an aeroplane;
(2) include upset prevention elements from Table 1 of AMC1
ORO.FC.220&230 for the conversion training course.
89.
The operator should ensure that personnel providing FSTD
UPRT are competent and current to deliver the training, and
understand the capabilities and limitations of the device used.
AMC2 ORO.FC.220&230
Operator conversion training – Upset prevention &
recovery training – Complex motor-powered aeroplanes
with a MOPSC of 19 or less
Upset prevention training should:
(1) consist of ground training and flight training in an FSTD or
an aeroplane;
(2) include upset prevention elements from Table 1 of AMC1
ORO.FC.220&230 for the conversion training course.
90.
The operator should ensure that personnel providing FSTD
UPRT are competent and current to deliver the training, and
understand the capabilities and limitations of the device used.
Differences training & familiarisation training
ORO.FC.125
Differences training and familiarisation training
91.
(a) Flight crew members shall complete differences or
familiarisation training when required by Part-FCL and when
changing equipment or procedures requiring additional
knowledge on types or variants currently operated.
(b) The OM shall specify when such differences or
familiarisation training is required.
Check the OSD for the detail of such training.
92.
AMC1 ORO.FC.125
Differences training and familiarisation training
(a) Differences training requires additional knowledge and
training on the aircraft or an appropriate training device. It
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should be carried out:
(1) when introducing a significant change of equipment and/or
procedures on types or variants currently operated; and
(2) in the case of aeroplanes, when operating another variant
of an aeroplane of the same type or another type of the same
class currently operated; or
(3) in the case of helicopters, when operating a variant of a
helicopter currently operated.
(b) Familiarisation training requires only the acquisition of
additional knowledge. It should be carried out when:
(1) operating another helicopter or aeroplane of the same
type; or
(2) when introducing a significant change
Recurrent training & checking
ORO.FC.130
Recurrent training and checking
93.
(a) Each FCM shall complete annual recurrent flight and ground
training relevant to the type or variant of aircraft on which
he/she operates, including training on the location and use of
all emergency and safety equipment carried.
(b) Each FCM shall be periodically checked to demonstrate
competence in carrying out normal, abnormal and emergency
procedures.
ORO.FC.230
Recurrent training and checking
Each FCM shall complete recurrent training and checking
relevant to the type or variant of aircraft on which they
operate.
ORO.FC.230
Recurrent training and checking
Each FCM shall undergo ground training and flight training in
an FSTD or an aircraft, or a combination of FSTD and aircraft
training, at least every 12 calendar months.
AMC1 ORO.FC.230
Recurrent training and checking
For operations with other-than-complex motor-powered
aeroplanes, all training and checking should be relevant to the
type of operation and class of aeroplane on which the flight
94.
95.
96.
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crew member operates with due account taken of any
specialised equipment used.
ORO.FC.230
Recurrent training and checking - Validity
97.
When the training or checks are undertaken within the last 3
months of the validity period, the new validity period shall be
counted from the original expiry date.
AMC1 ORO.FC.230
Recurrent training and checking – Helicopters
In the case of single-pilot operations with helicopters, the OPC,
LC and E&SE checking should be performed in the single-pilot
role on a particular helicopter type in an environment
representative of the operation.
AMC1 ORO.FC.230
Recurrent training and checking – Use of FSTD
Training and checking provide an opportunity to practice
abnormal/emergency procedures that rarely arise in normal
operations and should be part of a structured programme of
recurrent training. This should be carried out in an FSTD
whenever possible.
AMC1 ORO.FC.230
Recurrent training and checking – Use of FSTD
The line check should be performed in the aircraft. All other
training and checking should be performed in an FSTD, or, if it
is not reasonably practicable to gain access to such devices, in
an aircraft of the same type or in the case of emergency and
safety equipment training, in a representative training device.
The type of equipment used for training and checking should
be representative of the instrumentation, equipment and
layout of the aircraft type operated by the FCM.
AMC1 ORO.FC.230
Recurrent training and checking – Use of FSTD
Because of the unacceptable risk when simulating emergencies
such as engine failure, icing problems, certain types of
engine(s) (e.g. during continued take-off or go-around, total
hydraulic failure), or because of environmental considerations
associated with some emergencies (e.g. fuel dumping) these
emergencies should preferably be covered in an FSTD. If no
FSTD is available, these emergencies may be covered in the
aircraft using a safe airborne simulation, bearing in mind the
effect of any subsequent failure, and the exercise must be
preceded by a comprehensive briefing.
98.
99.
100.
101.
The validity periods of OPC, LC and E&SE checking shall be
counted from the end of the month when the check was taken.
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Item
Recurrent training and checking – Ground training
A
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(i) The ground training programme should include:
(A) aircraft systems (which systems are covered and when);
(B) operational procedures and requirements, including ground
de-icing/anti-icing and pilot incapacitation; and
(C) accident/incident and occurrence review.
102.
(ii) Knowledge of the ground training should be verified by a
questionnaire or other suitable methods.
(iii) When the ground training is conducted within 3 calendar
months prior to the expiry of the 12 calendar months period,
the next ground and refresher training should be completed
within 12 calendar months of the original expiry date of the
previous training.
103.
AMC1 ORO.FC.230
Recurrent training and checking – Ground training –
Personnel
Ground training should be provided by suitably qualified
personnel.
AMC1 ORO.FC.230
Recurrent training and checking – Aircraft/FSTD training
The aircraft/FSTD training programme should be established in
a way that all major failures of aircraft systems and associated
procedures will have been covered in the preceding 3 year
period.
104.
(which failure and when, which failures are major for the A/C
considered)
Particular attention should be paid to the TASE in the recurrent
training programme.
105.
106.
107.
AMC1 ORO.FC.230
Recurrent training and checking – Aircraft/FSTD training
When engine-out manoeuvres are carried out in an aircraft, the
engine failure should be simulated.
AMC1 ORO.FC.230
Recurrent training and checking – Aircraft/FSTD training
Aircraft/FSTD training may be combined with the operator
proficiency check.
AMC1 ORO.FC.230
Recurrent training and checking – Aircraft/FSTD training
When the aircraft/FSTD training is conducted within 3 calendar
months prior to the expiry of the 12 calendar months period,
the next aircraft/FSTD training should be completed within 12
calendar months of the original expiry date of the previous
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training.
AMC1 ORO.FC.230
Recurrent training and checking – Aircraft/FSTD training –
Helicopters
108.
(A) Where a suitable FSTD is available, it should be used for the
aircraft/FSTD training programme. If the operator is able to
demonstrate, on the basis of a compliance and risk assessment,
that using an aircraft for this training provides equivalent
standards of training with safety levels similar to those
achieved using an FSTD, the aircraft may be used for this
training to the extent necessary.
(B) The recurrent training should include the following
additional items, which should be completed in an FSTD:
- settling with power and vortex ring;
- loss of tail rotor effectiveness.
AMC1 ORO.FC.230
Recurrent training and checking – Aircraft/FSTD training –
Personnel
Aircraft/FSTD training should be provided by a flight instructor
(FI), type rating instructor (TRI) or class rating instructor (CRI)
or, in the case of the FSTD content, a synthetic flight instructor
(SFI), providing that the FI, TRI, CRI or SFI satisfies the
operator's experience and knowledge requirements sufficient
to instruct on the required items.
ORO.FC.230
Recurrent training and checking – OPC
Each FCM shall complete OPCs as part of the normal crew
complement to demonstrate competence in carrying out
normal, abnormal and emergency procedures.
ORO.FC.230
Recurrent training and checking – OPC – IFR
When the flight crew member will be required to operate
under IFR, the operator proficiency check shall be conducted
without external visual reference, as appropriate.
ORO.FC.230
Recurrent training and checking – OPC – Validity
The validity period of the operator proficiency check shall be
six calendar months. The proficiency check shall be undertaken
before commencing CAT operations.
ORO.FC.230
Recurrent training and checking – OPC – Validity VFR day
For operations under VFR by day of performance class B
aeroplanes conducted during seasons not longer than 8
consecutive months, one OPC shall be sufficient.
ORO.FC.230
Recurrent training and checking – OPC – Helicopter
The FCM involved in operations by day and over routes
navigated by reference to visual landmarks with an other-than-
109.
110.
111.
112.
113.
114.
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complex motor-powered helicopter may complete the OPC in
only one of the relevant types held. The OPC shall be
performed each time on the type least recently used for the
proficiency check. The relevant helicopter types that may be
grouped for the purpose of the OPC shall be contained in the
OM.
ORO.FC.230
Recurrent training and checking – OPC – Helicopter +
aeroplanes class b
For operations of other-than-complex motor-powered
helicopters by day and over routes navigated by reference to
visual landmarks and performance class B aeroplanes, the
check may be conducted by a suitably qualified commander
nominated by the operator, trained in CRM concepts and the
assessment of CRM skills. The operator shall inform the
competent authority about the persons nominated.
AMC1 ORO.FC.230
Recurrent training and checking – OPC
Once every 12 months the OPC may be combined with the
proficiency check for revalidation or renewal of the aircraft
type rating.
AMC1 ORO.FC.230
Recurrent training and checking – OPC
Operator proficiency checks should be conducted by a type
rating examiner (TRE) or a synthetic flight examiner (SFE), as
applicable.
AMC1 ORO.FC.230
Recurrent training and checking – OPC – Aeroplanes
Where applicable, operator proficiency checks should include
the following manoeuvres as pilot flying:
115.
116.
117.
(A) rejected take-off when an FSTD is available to represent
that specific aeroplane, otherwise touch drills only;
118.
(B) take-off with engine failure between V1 and V2 (take-off
safety speed) or, if carried out in an aeroplane, at a safe speed
above V2;
(C) 3D approach operation to minima with, in the case of multiengine aeroplanes, one-engine-inoperative;
(D) 2D approach operation to minima;
(E) at least one of the 3D or 2D approach operations should be
an RNP APCH or RNP AR APCH operation;
(F) missed approach on instruments from minima with, in the
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case of multi-engined aeroplanes, one-engine-inoperative;
(G) landing with one-engine-inoperative. For single-engine
aeroplanes a practice forced landing is required.
AMC1 ORO.FC.230
Recurrent training and checking – OPC – Helicopters
119.
(A) Where applicable, operator proficiency checks should
include the abnormal/emergency procedures listed in AMC1
ORO.FC.230.
(B) For pilots required to engage in IFR operations, proficiency
checks include the additional abnormal/emergency procedures
listed in AMC1 ORO.FC.230.
AMC1 ORO.FC.230
Recurrent training and checking – OPC – Helicopters
(C) Before a flight crew member without a valid instrument
rating is allowed to operate in VMC at night, he/she should be
required to undergo a proficiency check at night. Thereafter,
each second proficiency check should be conducted at night.
AMC1 ORO.FC.230
Recurrent training and checking – OPC – Personnel
OPC should be provided by a type rating examiner (TRE), class
rating examiner (CRE) or, if the check is conducted in an FSTD, a
TRE, CRE or a synthetic flight examiner (SFE), trained in CRM
concepts and the assessment of CRM skills.
AMC1 ORO.FC.220&230
Operator recurrent training – Upset prevention & recovery
training – Complex motor-powered aeroplanes with a
MOPSC of more than 19
Upset prevention training should:
120.
121.
(1) consist of ground training and flight training in an FSTD or
an aeroplane;
(2) include upset prevention elements in Table 1 of AMC1
ORO.FC.220&230 for the recurrent training programme at least
every 12 calendar months, such that all the elements are
covered over a period not exceeding 3 years.
122.
Upset recovery training should:
(1) consist of ground training and flight training in an FFS
qualified for the training task;
(2) be completed from each seat in which a pilot’s duties
require him/her to operate; and
(3) include the recovery exercises in Table 2 AMC1
ORO.FC.220&230 for the recurrent training programme, such
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that all the exercises are covered over a period not exceeding 3
years.
The operator should ensure that personnel providing FSTD
UPRT are competent and current to deliver the training, and
understand the capabilities and limitations of the device used.
AMC2 ORO.FC.220&230
Operator recurrent training – Upset prevention & recovery
training – Complex motor-powered aeroplanes with a
MOPSC of 19 or less
Upset prevention training should:
(1) consist of ground training and flight training in an FSTD or
an aeroplane;
(2) include upset prevention elements in Table 1 of AMC1
ORO.FC.220&230 for the recurrent training programme at least
every 12 calendar months, such that all the elements are
covered over a period not exceeding 3 years.
Upset recovery training should:
(1) consist of ground training and flight training in an FFS
qualified for the training task; if available
123.
(2) be completed from each seat in which a pilot’s duties
require him/her to operate; and
(3) include the recovery exercises in Table 2 AMC1
ORO.FC.220&230 for the recurrent training programme, such
that all the exercises are covered over a period not exceeding 3
years.
The operator should ensure that personnel providing FSTD
UPRT are competent and current to deliver the training, and
understand the capabilities and limitations of the device used.
ORO.FC.230
Recurrent training and checking – Line check
Each flight crew member shall complete a line check on the
aircraft to demonstrate competence in carrying out normal line
operations described in the OM. The validity period of the line
check shall be 12 calendar months.
ORO.FC.230
Recurrent training and checking – Line check
Line checks may be conducted by a suitably qualified
commander nominated by the operator, trained in CRM
concepts and the assessment of CRM skills.
124.
125.
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I
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AMC1 ORO.FC.230
Recurrent training and checking – Line check
Line checks should establish the ability to perform satisfactorily
a complete line operation, including pre-flight and post-flight
procedures and use of the equipment provided, as specified in
the operations manual. The route chosen should be such as to
give adequate representation of the scope of a pilot’s normal
operations. When weather conditions preclude a manual
landing, an automatic landing is acceptable. The commander,
or any pilot who may be required to relieve the commander,
should also demonstrate his/her ability to ‘manage’ the
operation and take appropriate command decisions.
AMC1 ORO.FC.230
Recurrent training and checking – Line check
CRM assessment alone should not be used as a reason for a
failure of the line check.
AMC1 ORO.FC.230
Recurrent training and checking – Line check
When pilots are assigned duties as pilot flying and pilot
monitoring, they should be checked in both functions.
AMC1 ORO.FC.230
Recurrent training and checking – Line check – Personnel
Line checks should be conducted by a commander nominated
by the operator. The operator should inform the competent
authority about the persons nominated.
126.
127.
A
The person conducting the line check should occupy an
observer’s seat where installed.
129.
His/her CRM assessments should solely be based on
observations made during the initial briefing, cabin briefing,
flight crew compartment briefing and those phases where
he/she occupies the observer’s seat.
AMC1 ORO.FC.230
Recurrent training and checking – Line check – Aeroplanes
In the case of long haul operations where additional operating
flight crew are carried, the person may fulfil the function of a
cruise relief pilot and should not occupy either pilot’s seat
during take-off, departure, initial cruise, descent, approach and
landing.
AMC1 ORO.FC.230
Recurrent training and checking – Line check
Where a pilot is required to operate as pilot flying and pilot
monitoring, he/she should be checked on one flight sector as
pilot flying and on another flight sector as pilot monitoring.
130.
131.
However, where the operator’s procedures require integrated
flight preparation, integrated cockpit initialisation and that
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each pilot performs both flying and monitoring duties on the
same sector, then the line check may be performed on a single
flight sector.
ORO.FC.230
Recurrent training and checking – Emergency & safety
equipment training & checking
Each FCM shall complete training and checking on the location
and use of all emergency and safety equipment carried. The
validity period of an emergency and safety equipment check
shall be 12 calendar months.
AMC1 ORO.FC.230
Recurrent training and checking – Emergency & safety
equipment training
(i) Emergency and safety equipment training may be combined
with emergency and safety equipment checking and should be
conducted in an aircraft or a suitable alternative training
device.
AMC1 ORO.FC.230
Recurrent training and checking – Emergency & safety
equipment training
(ii) Every year the emergency and safety equipment training
programme should include the following:
132.
133.
(A) actual donning of a life-jacket, where fitted;
(B) actual donning of protective breathing equipment, where
fitted;
134.
(C) actual handling of fire extinguishers of the type used;
(D) instruction on the location and use of all emergency and
safety equipment carried on the aircraft;
(E) instruction on the location and use of all types of exits;
(F) security procedures.
AMC1 ORO.FC.230
Recurrent training and checking – Emergency & safety
equipment training
(iii) Every 3 years the programme of training should include the
following:
(A) actual operation of all types of exits;
135.
(B) demonstration of the method used to operate a slide where
fitted;
(C) actual fire-fighting using equipment representative of that
carried in the aircraft on an actual or simulated fire except that,
with Halon extinguishers, an alternative extinguisher may be
used;
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(D) the effects of smoke in an enclosed area and actual use of
all relevant equipment in a simulated smoke-filled
environment;
(E) actual handling of pyrotechnics, real or simulated, where
applicable;
(F) demonstration in the use of the life-rafts where fitted. In
the case of helicopters involved in extended over water
operations, demonstration and use of the life-rafts.
(G) particularly in the case where no cabin crew is required,
first-aid, appropriate to the aircraft type, the kind of operation
and crew complement.
AMC1 ORO.FC.230
Recurrent training and checking – Emergency & safety
equipment training
(iv) The successful resolution of aircraft emergencies requires
interaction between flight crew and cabin/technical crew and
emphasis should be placed on the importance of effective
coordination and two-way communication between all crew
members in various emergency situations.
AMC1 ORO.FC.230
Recurrent training and checking –Emergency & safety
equipment training
(v) Emergency and safety equipment training should include
joint practice in aircraft evacuations so that all who are
involved are aware of the duties other crew members should
perform. When such practice is not possible, combined flight
crew and cabin/technical crew training should include joint
discussion of emergency scenarios.
AMC1 ORO.FC.230
Recurrent training and checking – Emergency & safety
equipment training
(vi) Emergency and safety equipment training should, as far as
practicable, take place in conjunction with cabin/technical crew
undergoing similar training with emphasis on coordinated
procedures and two-way communication between the flight
crew compartment and the cabin.
AMC1 ORO.FC.230
Recurrent training and checking – Emergency & safety
equipment training – Personnel
Emergency & safety equipment training should be provided by
suitably qualified personnel.
AMC1 ORO.FC.230
Recurrent training and checking – Emergency & safety
equipment checking
The items to be checked should be those for which training has
been carried out.
AMC1 ORO.FC.230
Recurrent training and checking – Emergency & safety
Emergency & safety equipment checking should be provided by
136.
137.
138.
139.
140.
141.
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equipment checking – Personnel
suitably qualified personnel.
Recurrent training and checking – Flight crew
incapacitation training (except single pilot operations)
(1) Procedures should be established to train flight crew to
recognise and handle flight crew incapacitation. This training
should be conducted every year and can form part of other
recurrent training. It should take the form of classroom
instruction, discussion, audio-visual presentation or other
similar means.
142.
(2) If an FSTD is available for the type of aircraft operated,
practical training on flight crew incapacitation should be
carried out at intervals not exceeding 3 years.
ORO.FC.230
Recurrent training and checking – CRM training
(2) Each FCM shall undergo specific modular CRM training. All
major topics of CRM training shall be covered by distributing
modular training sessions as evenly as possible over each
three-year period.
143.
AMC1 ORO.FC.230
144.
Recurrent training and checking – CRM training
Elements of CRM training, as specified in Table 1 of AMC1
ORO.FC.115, should be integrated into all appropriate phases
of recurrent training.
Recurrent training and checking – CRM training
(1) Annual recurrent CRM training should be provided in such a
way that all CRM training elements specified for the annual
recurrent training in Table 1 of (g) AMC1 ORO.FC.115 are
covered over a period not exceeding 3 years.
AMC1 ORO.FC.115
AMC1 ORO.FC.115
145.
(2) Operators should update their CRM recurrent training
programme over a period not exceeding 3 years. The revision
of the programme should take into account information from
the operator’s management system including the results of the
CRM assessment.
AMC1 ORO.FC.115
146.
(1) Elements of CRM shall be integrated into all appropriate
phases of the recurrent training.
CRM – Combined training
(i) Operators should provide combined training for flight crew,
cabin crew and technical crew during recurrent CRM training.
(ii) The combined training should address at least:
(A) effective communication, coordination of tasks and
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functions of flight crew, cabin crew and technical crew; and
(B) mixed multinational and cross-cultural flight crew, cabin
crew and technical crew, and their interaction, if applicable.
(iii) The combined training should be expanded to include
medical passengers, if applicable to the operation.
(iv) Combined CRM training should be conducted by flight crew
CRM trainer or cabin crew CRM trainer.
(v) There should be an effective liaison between flight crew,
cabin crew and technical crew training departments. Provision
should be made for transfer of relevant knowledge and skills
between flight crew, cabin crew and technical crew CRM
trainers.
147.
GM3 ORO.FC.115
CRM – Combined training – Minimum times
Combined CRM training: 6 training hours over a period of 3
years;
ORO.FC.135
Pilot qualification to operate in either pilot’s seat
FCM who may be assigned to operate in either pilot’s seat shall
complete appropriate training and checking as specified in the
OM.
ORO.FC.235
Pilot qualification to operate in either pilot’s seat –
Commander
Commanders whose duties require them to operate in either
pilot seat and carry out the duties of a co-pilot, or commanders
required to conduct training or checking duties, shall complete
additional training and checking as specified in the OM. The
check may be conducted together with the OPC.
Either seat qualification
148.
149.
Particular attention should be paid to CS-23 aircraft.
ORO.FC.235
150.
Pilot qualification to operate in either pilot’s seat –
Commander
The additional training and checking shall include at least the
following:
(1) an engine failure during take-off;
(2) a one-engine-inoperative approach and go-around; and
(3) a one-engine-inoperative landing.
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ORO.FC.235
Pilot qualification to operate in either pilot’s seat –
Commander
When operating in the co-pilot’s seat, the checks required by
ORO.FC.230 for operating in the commander’s seat shall, in
addition, be valid and current.
ORO.FC.235
Pilot qualification to operate in either pilot’s seat –
Commander – Helicopters
Commanders shall also complete their proficiency checks from
left- and right-hand seats, on alternate proficiency checks,
provided that when the type rating proficiency check is
combined with the OPC the commander completes his/her
training or checking from the normally occupied seat.
AMC1 ORO.FC.235(d)
Pilot qualification to operate in either pilot’s seat –
Commander – Helicopters
In the case of single-engined helicopters, the autorotative
landing should be carried out from left- and right-hand seats on
alternate proficiency checks.
ORO.FC.235
Pilot qualification to operate in either pilot’s seat
When engine-out manoeuvres are carried out in an aircraft, the
engine failure shall be simulated.
ORO.FC.235
Pilot qualification to operate in either pilot’s seat – Co-pilot
The pilot relieving the commander shall have demonstrated,
concurrent with the OPC, practice of drills and procedures that
would not, normally, be his/her responsibility.
151.
152.
153.
154.
A
155.
Where the differences between left- and right-hand seats are
not significant, practice may be conducted in either seat.
Particular attention should be paid to CS-23 aircraft.
ORO.FC.235
Pilot qualification to operate in either pilot’s seat – Co-pilot
156.
The pilot other than the commander occupying the
commander’s seat shall demonstrate practice of drills and
procedures, concurrent with the OPC, which are the
commander’s responsibility acting as pilot monitoring.
Where the differences between left- and right-hand seats are
not significant, practice may be conducted in either seat.
Particular attention should be paid to CS-23 aircraft.
Operation on more than one type or variant
ORO.FC.140
157.
Operation on more than one type or variant
(a) FCM operating more than one type or variant of aircraft
shall comply with the requirements prescribed in ORO.FC for
each type or variant, unless credits related to the training,
checking, and recent experience requirements are defined in
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the data established in accordance with Regulation (EC) No
748/2012 (OSD) for the relevant types or variants.
(b) Appropriate procedures and/or operational restrictions
shall be specified in the OM for any operation on more than
one type or variant.
ORO.FC.240
Operation on more than one type or variant
The procedures or operational restrictions for operation on
more than one type or variant established in the OM and
approved by the competent authority shall cover:
(1) the flight crew members’ minimum experience level;
(2) the minimum experience level on one type or variant before
beginning training for and operation of another type or variant;
158.
(3) the process whereby flight crew qualified on one type or
variant will be trained and qualified on another type or variant;
and
(4) all applicable recent experience requirements for each type
or variant.
ORO.FC.240
Operation on more than one type or variant
Such limitations shall not apply to operations of performance
class B aeroplane if they are limited to single-pilot classes of
reciprocating engine aeroplanes under VFR by day.
160. AMC1 ORO.FC.240
Operation on more than one type or variant – Aeroplanes
Check that requirements of AMC1 ORO.FC.240 (a) are fulfilled.
161. AMC1 ORO.FC.240
Operation on more than one type or variant – Helicopters
Check that requirements of AMC1 ORO.FC.240 (b) are fulfilled.
ORO.FC.240
Operation on more than one type or variant
When a FCM operates both helicopters and aeroplanes, that
flight crew member shall be limited to operations on only one
type of aeroplane and one type of helicopter.
ORO.FC.240
Operation on more than one type or variant
Such limitations with helicopters shall not apply to operations
of performance class B aeroplane if they are limited to singlepilot classes of reciprocating engine aeroplanes.
AMC1 ORO.FC.240
Operation on more than one type or variant – Aeroplane +
Helicopter
Check that requirements of AMC1 ORO.FC.240 (c) are fulfilled.
159.
162.
163.
164.
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Alternative training and qualification programme
165. ORO.FC.245
ATQP
ATQP is addressed in a separate checklist.
Commanders holding a CPL - Aeroplane
The holder of a CPL(A) shall only act as commander in CAT on a
single-pilot aeroplane if:
Commanders holding a CPL
ORO.FC.A.250
(1) when carrying passengers under VFR outside a radius of 50
NM (90 km) from an aerodrome of departure, he/she has a
minimum of 500 hours of flight time on aeroplanes or holds a
valid instrument rating (not for operations under VFR by day);
or
166.
(2) when operating on a multi-engine type under IFR, he/she
has a minimum of 700 hours of flight time on aeroplanes,
including 400 hours as pilot-in-command. These hours shall
include 100 hours under IFR and 40 hours in multi-engine
operations. The 400 hours as pilot-in-command may be
substituted by hours operating as co-pilot within an established
multi-pilot crew system prescribed in the operations manual,
on the basis of two hours of flight time as co-pilot for one hour
of flight time as pilot-in command.
ORO.FC.H.250
167.
Commanders holding a CPL - Helicopters
(a) The holder of a CPL(H) (helicopter) shall only act as
commander in CAT on a single-pilot helicopter if:
(1) when operating under IFR, he/she has a minimum of 700
hours total flight time on helicopters, including 300 hours as
pilot-in-command. These hours shall include 100 hours under
IFR. The 300 hours as pilot-in-command may be substituted by
hours operating as co-pilot within an established multi-pilot
crew system prescribed in the OM on the basis of two hours of
flight time as co-pilot for one hour flight time as pilot-in
command;
(2) when operating under visual meteorological conditions
(VMC) at night, he/she has:
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(i) a valid instrument rating; or
(ii) 300 hours of flight time on helicopters, including 100 hours
as pilot-in-command and 10 hours as pilot flying at night.
Single-pilot operations under IFR or at night
ORO.FC.202
Single-pilot operations under IFR or at night
The operator shall include in the OM a pilot’s conversion and
recurrent training programme that includes the additional
requirements for a single-pilot operation. The pilot shall have
undertaken training on the operator’s procedures, in particular
regarding:
(1) engine management and emergency handling;
(2) use of normal, abnormal and emergency checklist;
168.
(3) air traffic control (ATC) communication;
(4) departure and approach procedures;
(5) autopilot management, if applicable;
(6) use of simplified in-flight documentation;
(7) single-pilot crew resource management.
ORO.FC.202
Single-pilot operations under IFR or at night
The recurrent checks required by ORO.FC.230 shall be
performed in the single-pilot role on the relevant type or class
of aircraft in an environment representative of the operation.
ORO.FC.202
Single-pilot operations under IFR or at night – Aeroplane
under IFR
For aeroplane operations under IFR the pilot shall have:
169.
170.
(1) a minimum of 50 hours flight time under IFR on the relevant
type or class of aeroplane, of which 10 hours are as
commander; and
(2) completed during the preceding 90 days on the relevant
type or class of aeroplane:
(i) five IFR flights, including three instrument approaches, in a
single-pilot role; or
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(ii) an IFR instrument approach check.
ORO.FC.202
Single-pilot operations under IFR or at night – Aeroplane at
night
For aeroplane operations at night the pilot shall have:
(1) a minimum of 15 hours flight time at night which may be
included in the 50 hours flight time under IFR; and
(2) completed during the preceding 90 days on the relevant
type or class of aeroplane:
171.
(i) three take-offs and landings at night in the single pilot role;
or
(ii) a night take-off and landing check.
ORO.FC.202
Single-pilot operations under IFR or at night – Helicopter
under IFR
For helicopter operations under IFR the pilot shall have:
(1) 25 hours total IFR flight experience in the relevant operating
environment; and
(2) 25 hours flight experience as a single pilot on the specific
type of helicopter, approved for single-pilot IFR, of
which 10 hours may be flown under supervision, including five
sectors of IFR line flying under supervision using the single-pilot
procedures; and
172.
(3) completed during the preceding 90 days:
(i) five IFR flights as a single pilot, including three instrument
approaches, carried out on a helicopter approved for this
purpose; or
(ii) an IFR instrument approach check as a single pilot on the
relevant type of helicopter, flight training device (FTD) or full
flight simulator (FFS).
MEL Training
ORO.GEN.110(e)
173.
AMC1 ORO.GEN.110(e)
MEL Training programme
The operator should develop a training programme for crew
members and detail such training in the Operations Manual.
Such training programme should include:
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Compliance Criteria
(1) the scope, extent and use of the MEL;
(2) the operator’s MEL procedures;
(3) elementary maintenance procedures in accordance with
Commission Regulation (EU) No 1321/2014; and
(4) pilot-in-command/commander responsibilities
ACAS/TCAS training
AUR.ACAS.2010
ACAS – Training
Operators shall establish ACAS II operational procedures and
training programmes so that the flight crew is appropriately
trained in the avoidance of collisions and competent in the use
of ACAS II equipment.
ACAS – Training programme
-Theory of operation
174. ICAO Doc 9863
AUR.ACAS.2010
ICAO Doc 9863
-ACAS limitations
-Operating procedures Including: crew coordination and
communications with ATC
-ACAS manoeuver training including:
175.
TA responses
RA responses
-ACAS initial evaluation
-Recurrent training
PBN training
CAT.OP.MPA.126
176.
PBN Training – General
For operations where a navigation specification for
performance-based navigation (PBN) has been prescribed and
no specific approval is required in accordance with
SPA.PBN.100, the operator should specify the flight crew
qualification and proficiency constraints and ensure that the
training programme for relevant personnel is consistent with
the intended operation.
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JAA TGL10
Item
Training programme – P-RNAV
A
I
Compliance Criteria
P-RNAV training should cover:
-
Normal procedures
-
Contingency procedures
Simulator training & checks should include departures and
arrivals using P-RNAV procedures.
Subject to be covered:
177.
-
Theory of RNAV including differences between BRNAV, P-RNAV, RNP-RNAV
-
Limitations of RNAV
-
Charting, database and avionics issues including
waypoint naming concepts
-
RNAV path terminator concepts and especially the
use of the CF & TF path terminator
-
Fly-by and fly-over waypoints
-
Use of RNAV equipment including:
Page 46 of 127
o
Retrieving a procedure from the database
o
Verification and sensor management
o
Tactically modifying the flight plan
o
Addressing discontinuities
o
Entering data such as wind, altitude,
speed constraints, vertical profile,
vertical speed
o
Flying the procedure
o
Use LNAV mode and lateral control
techniques
o
Use VNAV mode and vertical control
techniques
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o
CAT.OP.MPA.126
Training programme – RNP 4
FAA Order 8400.33
178.
ICAO Doc 9997
CAT.OP.MPA.126
Training programme – RNP 10
AMC 20-12
ICAO Doc 9997
179.
CAT.OP.MPA.126
180.
Training programme – RNP APCH – Initial theoretical
Use of AP, FD and AT at different stages
of the procedure
-
RT phraseology for RNAV
-
Implications for RNAV operations of system
malfunctions which are not RNAV related
The following items should be included in flight crew training
programmes:
-
equipment requirements,
-
normal and non-normal operations and flight
procedures,
-
limits of their navigation capability for operations in
RNP-4 oceanic and remote area operations
The following items should be included in flight crew training
programmes:
-
equipment requirements,
-
normal and non-normal operations and flight
procedures,
-
limits of their navigation capability for operations in
RNP-10 oceanic and remote area operations
-
GNSS principles related to en-route navigation
The theoretical RNP APCH training shall be given by adequately
qualified personnel (GI, TRI,…) and shall be tailored to the
operator's approved operations. Therefore, a generic
theoretical training is not sufficient and shall be completed by a
specific operator module (including aircraft type specificities).
This training shall include at least:
RNAV Approach concept:
-
Theory of RNAV including different types of RNAV
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operations
-
Limitations of RNAV and BARO-VNAV
-
Charting and database (waypoint naming, vertical
path angle, fly-by and fly-over waypoint)
-
Use of RNAV equipment (verification & sensor
management, entering data,…)
-
Use of lateral nav mode (and lateral control
techniques)
-
Use of vertical nav mode (and vertical control
techniques)
-
R/T phraseology for RNAV operations
-
Implications for RNAV ops of system malfunction
which are not RNAV related
RNP Approach concept (including LPV):
-
Definition of RNP APCH operations
-
Regulatory requirements for RNP APCH (including
LPV)
-
Required navigation equipment for RNP APCH
(GNSS, SBAS, RAIM, BARO-VNAV, MEL,…)
-
Procedures characteristics (minima, chart
depiction,…)
-
Retrieving adequate procedure from database
-
Procedure changes (destination, arrival, alternate,…)
-
Flying the procedure (use of A/P, FD, auto throttle,
lateral and vertical path management,…)
-
Specificities for BARO-VNAV and LPV
-
Effect of temperature deviation and its
compensation
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CAT.OP.MPA.126
Item
Training programme – RNP APCH – Initial Practical
A
I
Compliance Criteria
-
ATC procedures
-
Abnormal and contingency procedures
The practical RNP APCH training shall be given by adequately
qualified personnel (SFI, TRI,…) and shall be tailored to the
operator's approved operations. The practical training shall be
performed in a flight simulator when technically available.
This training shall include at least:
181.
-
Programming RNAV approaches including database
and sensor checking
-
Cockpit display management
-
Use of nav charts
-
Application of SOPs and abnormal procedures as
described in OM A and B
-
Flying the RNP APCH procedure with full and partial
flight guidance systems
-
Lateral & vertical approach path management (fly
direct to a waypoint, interception of a of initial or
intermediate segment,…)
-
Use of other a/c equipment to support track
monitoring, weather and obstacle avoidance
-
Interception of the extended final approach
segment (if applicable)
-
Determining lateral & vertical track deviation/error
-
Contingency procedures (LNAV/VNAV failure, sensor
failure…)
-
Check RNP/ANP and RAIM
-
Missed approach procedures (conventional and
RNAV)
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182. SPA.PBN.105
Item
A
I
Compliance Criteria
-
Adherence to speed and/or altitude constraints
-
Abnormal procedures
Training programme – RNP AR APCH
RNP AR APCH is addressed in a separate checklist.
Training programme – MNPS NAT-HLA
The training programme should include:
MNPS training
SPA.MNPS.105
NAT Doc 007
183.
-
instructions on the efficient use of equipment with
emphasis on how to avoid mistakes
-
develop a meticulous method of using Control
Display Units (CDUs), with careful cross-checking at
all operational stages
-
the need for maintaining accuracy along and across
track (i.e. the careful application of Mach Number
Technique, accurate reporting of positions and the
use of accurate time in reporting positions)
-
knowledge and understanding of standard ATC
phraseology used in each area of operations
-
importance of crew members cross-checking each
other to ensure that ATC clearances are promptly
and correctly complied with
-
use and limitations, in terms of accuracy, of standby
altimeters during contingency situations. Where
applicable, the pilot should review the application of
Static Source Error Correction/Position Error
Correction (SSEC/PEC) through the use of correction
cards
-
characteristics of aircraft altitude capture systems
which may lead to the occurrence of overshoots
-
relationships between the altimetry, automatic
altitude control and transponder systems in normal
and abnormal situations
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Compliance Criteria
-
aircraft operating restrictions related to
airworthiness approval
-
familiarity with the recommendations to reduce
oceanic errors as contained in the current version of
the “Oceanic Errors Safety Bulletin (OESB)”
published by ICAO EUR/NAT Office as a NAT
Operations Bulletin
-
instruction on what action should be considered in
the event of systems failures
-
Lessons to be learned (ICAO Nat Doc 007 §15.4)
RVSM training
SPA.RVSM.105
AMC2 SPA.RVSM.105
Training programme – RVSM
The training programme should include:
-
knowledge and understanding of standard ATC
phraseology used in each area of operations;
-
importance of crew members cross-checking to
ensure that ATC clearances are promptly and
correctly complied with;
-
use and limitations in terms of accuracy of standby
altimeters in contingencies. Where applicable, the
pilot should review the application of static source
error correction/position error correction through
the use of correction cards; such correction data
should be available on the flight deck;
-
problems of visual perception of other aircraft at
300 m (1 000 ft) planned separation during
darkness, when encountering local phenomena such
as northern lights, for opposite and same direction
traffic, and during turns;
-
characteristics of aircraft altitude capture systems
that may lead to overshoots;
-
relationship between the aircraft's altimetry,
184.
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Compliance Criteria
automatic altitude control and transponder systems
in normal and abnormal conditions; and
-
any airframe operating restrictions, if required for
the specific aircraft group, related to RVSM
airworthiness approval.
LVO training
SPA.LVO.120
LVO training and qualifications
The operator shall ensure that, prior to conducting an LVO:
(a) each flight crew member:
(1) complies with the training and checking requirements
prescribed in the operations manual, including flight
simulation training device (FSTD) training, in operating to the
limiting values of RVR/VIS (visibility) and DH
185.
specific to the operation and the aircraft type;
(2) is qualified in accordance with the standards prescribed in
the operations manual;
(b) the training and checking is conducted in accordance with a
detailed syllabus.
AMC2 SPA.LVO.120
LVO training and qualifications – Experience – CAT II
Before commencing CAT II operations, the following additional
provisions should be applicable to commanders, or pilots to
whom conduct of the flight may be delegated, who are new to
the aircraft type or class:
(i) 50 hours or 20 sectors on the type, including LIFUS; and
186.
(ii) 100 m should be added to the applicable CAT II RVR minima
when the operation requires a CAT II manual landing or use of
HUDLS to touchdown until:
(A) a total of 100 hours or 40 sectors, including LIFUS, has been
achieved on the type; or
(B) a total of 50 hours or 20 sectors, including LIFUS, has been
achieved on the type where the flight crew member has been
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Compliance Criteria
previously qualified for CAT II manual landing operations with
an EU operator;
(C) for HUDLS operations the sector provisions should always
be applicable; the hours on type or class do not fulfil the
provisions.
AMC2 SPA.LVO.120
LVO training and qualifications – Experience – CAT III
Before commencing CAT III operations, the following additional
provisions should be applicable to commanders, or pilots to
whom conduct of the flight may be delegated, who are new to
the aircraft type:
(i) 50 hours or 20 sectors on the type, including LIFUS; and
(ii) 100 m should be added to the applicable CAT II or CAT III
RVR minima unless he/she has previously qualified for CAT II or
III operations with an EU operator, until a total of 100 hours or
40 sectors, including LIFUS, has been achieved on the type.
187.
For HUDLS operations the sector provisions should always be
applicable; the hours on type or class do not fulfil the
provisions.
Ground Training
AMC2 SPA.LVO.120
LVO training and qualifications – FCM with no CAT II/III
experience – Ground training
The initial ground training course for LVO should include at
least the following:
(1) characteristics and limitations of the ILS and/or MLS;
(2) characteristics of the visual aids;
(3) characteristics of fog;
188.
(4) operational capabilities and limitations of the particular
airborne system to include HUD symbology and EVS
characteristics, if appropriate;
(5) effects of precipitation, ice accretion, low level wind shear
and turbulence;
(6) effect of specific aircraft/system malfunctions;
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(7) use and limitations of RVR assessment systems;
(8) principles of obstacle clearance requirements;
(9) recognition of and action to be taken in the event of failure
of ground equipment;
(10) procedures and precautions to be followed with regard to
surface movement during operations when the RVR is 400 m or
less and any additional procedures required for take-off in
conditions below 150 m (200 m for category D aeroplanes);
(11) significance of DHs based upon radio altimeters and the
effect of terrain profile in the approach area on radio altimeter
readings and on the automatic approach/landing systems;
(12) importance and significance of alert height, if applicable,
and the action in the event of any failure above and below the
alert height;
(13) qualification requirements for pilots to obtain and retain
approval to conduct LVOs; and
(14) importance of correct seating and eye position.
AMC2 SPA.LVO.120
LVO training and qualifications – FCM with CAT II/III
experience with Community operator – Ground training
Abbreviated ground training course if operating a different
type or class from that on which the previous CAT II or CAT III
experience was gained.
AMC2 SPA.LVO.120
LVO training and qualifications – FCM with CAT II/III
experience with the operator – Ground training
Abbreviated ground training course if operating a different
type or class from that on which the previous CAT II or CAT III
experience was gained.
LVO training and qualifications – FCM with no CAT II/III
experience – Simulator training
FSTD and/or flight training for LVO should include at least:
189.
190.
Simulator Training
AMC2 SPA.LVO.120
191.
(i) checks of satisfactory functioning of equipment, both on the
ground and in flight;
(ii) effect on minima caused by changes in the status of ground
installations;
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(iii) monitoring of:
(A) automatic flight control systems and auto-land status
annunciators with emphasis on the action to be taken in the
event of failures of such systems; and
(B) HUD/HUDLS/EVS guidance status and annunciators as
appropriate, to include head-down displays;
(iv) actions to be taken in the event of failures such as engines,
electrical systems, hydraulics or flight control systems;
(v) the effect of known unserviceabilities and use of MELs;
(vi) operating limitations resulting from airworthiness
certification;
(vii) guidance on the visual cues required at DH together with
information on maximum deviation allowed from glide path or
localiser; and
(viii) the importance and significance of alert height if
applicable and the action in the event of any failure above and
below the alert height.
AMC2 SPA.LVO.120
LVO training and qualifications – FCM with no CAT II/III
experience – Simulator training
FCM should be trained to carry out their duties and instructed
on the coordination required with other crew members.
Maximum use should be made of suitably equipped FSTDs for
this purpose.
AMC2 SPA.LVO.120
LVO training and qualifications – FCM with no CAT II/III
experience – Simulator training
Training should be divided into phases covering normal
operation with no aircraft or equipment failures but including
all weather conditions that may be encountered and detailed
scenarios of aircraft and equipment failure that could affect
CAT II or III operations.
192.
193.
If the aircraft system involves the use of hybrid or other special
systems, such as HUD/HUDLS or enhanced vision equipment,
then FCM should practise the use of these systems in normal
and abnormal modes during the FSTD phase of training.
194. AMC2 SPA.LVO.120
LVO training and qualifications – FCM with no CAT II/III
Incapacitation procedures appropriate to LVTO, CAT II and CAT
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experience – Simulator training
III operations should be practised.
AMC2 SPA.LVO.120
LVO training and qualifications – FCM with no CAT II/III
experience – Simulator training
For aircraft with no FSTD available to represent that specific
aircraft, operators should ensure that the flight training phase
specific to the visual scenarios of CAT II operations is
conducted in a specifically approved FSTD. Such training should
include a minimum of 4 approaches. Thereafter, the training
and procedures that are type specific should be practised in the
aircraft.
AMC2 SPA.LVO.120
LVO training and qualifications – FCM with no CAT II/III
experience – Simulator training
Initial CAT II and III training should include at least the following
exercises:
195.
(i) approach using the appropriate flight guidance, autopilots
and control systems installed in the aircraft, to the appropriate
DH and to include transition to visual flight and landing;
(ii) approach with all engines operating using the appropriate
flight guidance systems, autopilots, HUDLS and/or EVS and
control systems installed in the aircraft down to the
appropriate DH followed by missed approach - all without
external visual reference;
196.
(iii) where appropriate, approaches utilising automatic flight
systems to provide automatic flare, hover, landing and rollout;
and
(iv) normal operation of the applicable system both with and
without acquisition of visual cues at DH.
AMC2 SPA.LVO.120
197.
LVO training and qualifications – FCM with no CAT II/III
experience – Simulator training
Subsequent phases of training should include at least:
(i) approaches with engine failure at various stages on the
approach;
(ii) approaches with critical equipment failures, such as
electrical systems, auto flight systems, ground and/or airborne
ILS, MLS systems and status monitors;
(iii) approaches where failures of auto flight equipment and/or
HUD/HUDLS/EVS at low level require either:
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(A) reversion to manual flight to control flare, hover, landing
and rollout or missed approach; or
(B) reversion to manual flight or a downgraded automatic
mode to control missed approaches from, at or below DH
including those which may result in a touchdown on the
runway;
(iv) failures of the systems that will result in excessive localiser
and/or glideslope deviation, both above and below DH, in the
minimum visual conditions specified for the operation. In
addition, a continuation to a manual landing should be
practised if a head-up display forms a downgraded mode of the
automatic system or the head-up display forms the only flare
mode; and
(v) failures and procedures specific to aircraft type or variant.
198.
AMC2 SPA.LVO.120
LVO training and qualifications – FCM with no CAT II/III
experience – Simulator training
The training programme should provide practice in handling
faults which require a reversion to higher minima.
AMC2 SPA.LVO.120
LVO training and qualifications – FCM with no CAT II/III
experience – Simulator training
The training programme should include the handling of the
aircraft when, during a fail-passive CAT III approach, the fault
causes the autopilot to disconnect at or below DH when the
last reported RVR is 300 m or less.
AMC2 SPA.LVO.120
LVO training and qualifications – FCM with no CAT II/III
experience – Simulator training
Where take-offs are conducted in RVRs of 400 m and below,
training should be established to cover systems failures and
engine failure resulting in continued as well as rejected takeoffs.
AMC2 SPA.LVO.120
LVO training and qualifications – FCM with no CAT II/III
experience – Simulator training
The training programme should include, where appropriate,
approaches where failures of the HUDLS and/or EVS equipment
at low level require either:
199.
200.
201.
(i) reversion to head down displays to control missed approach;
or
(ii) reversion to flight with no, or downgraded, HUDLS guidance
to control missed approaches from DH or below, including
those which may result in a touchdown on the runway.
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Compliance Criteria
AMC2 SPA.LVO.120
LVO training and qualifications – FCM with no CAT II/III
experience – Simulator training
When undertaking LVTO, LTS CAT I, OTS CAT II, CAT II and CAT
III operations utilising a HUD/HUDLS, hybrid HUD/HUDLS or an
EVS, the training and checking programme should include,
where appropriate, the use of the HUD/HUDLS in normal
operations during all phases of flight.
AMC2 SPA.LVO.120
LVO training and qualifications – FCM with no CAT II/III
experience – Simulator training
A minimum of 6, respectively 8 for HUDLS with or without EVS,
approaches and/or landings in an FSTD.
202.
203.
The provisions for 8 HUDLS approaches may be reduced to 6
when conducting hybrid HUDLS operations.
AMC2 SPA.LVO.120
LVO training and qualifications – FCM with no CAT II/III
experience – Simulator training
204.
Where no FSTD is available to represent that specific aircraft, a
minimum of 3, respectively 5 for HUDLS and/or EVS,
approaches including at least 1 missed approach procedure is
required on the aircraft.
For hybrid HUDLS operations a minimum of 3 approaches is
required, including at least 1 missed approach procedure.
AMC2 SPA.LVO.120
LVO training and qualifications – FCM with no CAT II/III
experience – Simulator training
Appropriate additional training if any special equipment is
required such as HUD or enhanced vision equipment. When
approach operations utilising EVS are conducted with an RVR of
less than 800 m, a minimum of 5 approaches, including at least
1 missed approach procedure are required on the aircraft.
AMC2 SPA.LVO.120
LVO training and qualifications – FCM with CAT II/III
experience with Community operator – Simulator training
Abbreviated ground, FSTD and/or flight training course if
operating the same type or class and variant of the same type
or class on which the previous CAT II or CAT III experience was
gained.
205.
206.
The abbreviated course should include at least a minimum of 6,
respectively 8 for HUDLS with or without EVS, approaches
and/or landings in an FSTD.
The provisions for 8 HUDLS approaches may be reduced to 6
when conducting hybrid HUDLS operations.
The operator may reduce the number of approaches/landings
required if the type/class or the variant of the type or class has
the same or similar:
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(A) level of technology - flight control/guidance system (FGS);
(B) operating procedures;
(C) handling characteristics;
(D) use of HUDLS/hybrid HUDLS; and
(E) use of EVS,
as the previously operated type or class, otherwise the
provisions above should be met.
AMC2 SPA.LVO.120
LVO training and qualifications – FCM with CAT II/III
experience with the operator – Simulator training
When changing aircraft type or class, the abbreviated course
should include at least a minimum of 6, respectively 8 for
HUDLS with or without EVS, approaches and/or landings in an
FSTD.
The provisions for 8 HUDLS approaches may be reduced to 6
when conducting hybrid HUDLS operations.
207.
AMC2 SPA.LVO.120
LVO training and qualifications – LTS CAT I – Simulator
training
AMC2 SPA.LVO.120
LVO training and qualifications – OTS CAT II – Simulator
training
208.
209.
When changing to a different variant of aircraft within the
same type or class rating that has the same or similar:
(A) level of technology - FGS;
(B) operating procedures - integrity;
(C) handling characteristics;
(D) use of HUDLS/Hybrid HUDLS; and
(E) use of EVS,
as the previously operated type or class, a difference course or
familiarisation appropriate to the change of variant should fulfil
the abbreviated course provisions.
During conversion training the total number of approaches
should not be additional to the requirements in ORO.FC
provided the training is conducted utilising the lowest
applicable RVR.
During conversion training the total number of approaches
should not be less than those to complete CAT II training
utilising a HUD/HUDLS.
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N°
210.
Reference
AMC2 SPA.LVO.120
Item
A
I
Compliance Criteria
LVO training and qualifications – EVS operations –
Simulator training
During conversion training the total number of approaches
required should not be less than that required to complete CAT
II training utilising a HUD.
LVO training and qualifications – FCM with no CAT II/III
experience – Simulator checking
The operator should ensure that each flight crew member
completes a check before conducting CAT II or III operations.
Simulator Checking
AMC2 SPA.LVO.120
211.
212.
213.
This check may be replaced by successful completion of the
FSTD and/or flight training specified above.
AMC2 SPA.LVO.120
LVO training and qualifications – FCM with CAT II/III
experience with Community operator – Simulator checking
The operator should ensure that each flight crew member
completes a check before conducting CAT II or III operations.
AMC2 SPA.LVO.120
LVO training and qualifications – FCM with CAT II/III
experience with the operator – Simulator checking
The operator should ensure that each flight crew member
completes a check before conducting CAT II or III operations.
AMC2 SPA.LVO.120
LVO training and qualifications – LIFUS – CAT II
For CAT II when a manual landing or a HUDLS approach to
touchdown is required, a minimum of:
LIFUS
(A) three landings from autopilot disconnect; and
(B) four landings with HUDLS used to touchdown,
214.
except that only one manual landing, respectively two using
HUDLS, to touchdown is required when the simulator training
has been carried out in an FSTD qualified for zero flight time
conversion.
AMC2 SPA.LVO.120
215.
LVO training and qualifications – LIFUS – CAT III
For CAT III, a minimum of 2 auto-lands, except that:
(A) only one auto-land is required when the simulator training
has been carried out in an FSTD qualified for zero flight time
conversion;
(B) no auto-land is required during LIFUS when the simulator
training has been carried out in an FSTD qualified for zero flight
time (ZFT) conversion and the flight crew member successfully
completed the ZFT type rating conversion course; and
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A
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(C) the flight crew member, trained and qualified in accordance
with (B), is qualified to operate during the conduct of LIFUS to
the lowest approved DA/H and RVR as stipulated in the
operations manual.
For CAT III approaches using HUDLS to touchdown, a minimum
of four approaches.
Recurrent training & checking
AMC2 SPA.LVO.120
LVO recurrent training and checking
The required number of approaches to be undertaken in the
FSTD within the validity period of the OPC should be a
minimum of 2 (4 when HUDLS and/or EVS is utilised to
touchdown), 1 of which should be a landing at the lowest
approved RVR.
In addition 1 (2 for HUDLS and/or operations utilising EVS) of
these approaches may be substituted by an approach and
landing in the aircraft using approved CAT II and CAT III
procedures.
216.
One missed approach should be flown during the conduct of an
OPC.
If the operator is approved to conduct take-off with RVR less
than 150 m, at least one LVTO to the lowest applicable minima
should be flown during the conduct of the OPC.
AMC2 SPA.LVO.120
LVO recurrent training and checking – CAT III
For CAT III operations on aircraft with a fail-passive flight
control system, including HUDLS, a missed approach should be
completed by each FCM at least once over the period of three
consecutive OPCs as the result of an autopilot failure at or
below DH when the last reported RVR was 300 m or less.
AMC2 SPA.LVO.120
LVO recurrent training and checking – LTS CAT I
219. AMC2 SPA.LVO.120
LVO recurrent training and checking – OTS CAT II
During recurrent training and checking the operator may also
combine the separate requirements provided the above
operational procedure provision is met and at least one
approach using LTS CAT I minima is conducted at least once
every 18 months.
During recurrent training and checking the operator may also
combine the separate provisions provided the above
217.
218.
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LVO recurrent training and checking – EVS operations
AMC2 SPA.LVO.120
LVTO training
220.
A
I
Compliance Criteria
operational procedure provision is met and at least one
approach using OTS CAT II minima is conducted at least once
every 18 months.
During recurrent training and checking the operator may also
combine the separate provisions provided the above
operational procedure provision is met and at least one
approach utilising EVS is conducted at least once every 12
months.
LVTO
Prior to conducting take-offs in RVRs below 400 m, the flight
crew should undergo the following training:
(i) normal take-off in minimum approved RVR conditions;
(ii) take-off in minimum approved RVR conditions with an
engine failure:
(A) for aeroplanes between V1 and V2 (take-off safety speed),
or as soon as safety considerations permit;
221.
(B) for helicopters at or after take-off decision point (TDP); and
(iii) take-off in minimum approved RVR conditions with an
engine failure:
(A) for aeroplanes before V1 resulting in a rejected take-off;
and
(B) for helicopters before the TDP.
AMC2 SPA.LVO.120
LVTO training – RVR below 150m
The operator approved for LVTOs with an RVR below 150 m
should ensure that the training above is carried out in an FSTD.
This training should include the use of any special procedures
and equipment.
AMC2 SPA.LVO.120
LVTO checking – RVR below 150m
The operator should ensure that a FCM has completed a check
before conducting LVTO in RVRs of less than 150 m. The check
may be replaced by successful completion of the FSTD training
above on conversion to an aircraft type.
222.
223.
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ETOPS training
SPA.ETOPS.105
ETOPS training programme – Introduction to ETOPS
AMC 20-6
a. Brief overview of the history of ETOPS;
b. ETOPS regulations;
c. Definitions;
d. Approved One-Engine-Inoperative Cruise Speed;
e. ETOPS Type Design Approval – a brief synopsis;
f. Maximum approved diversion times and time-limited
systems capability;
g. Operator’s Approved Diversion Time;
h. Routes and aerodromes intended to be used in the ETOPS
area of operations;
i. ETOPS Operations Approval;
224.
j. ETOPS Area and Routes;
k. ETOPS en-route alternates aerodromes including all available
let-down aids;
l. Navigation systems accuracy, limitations and operating
procedures;
m. Meteorological facilities and availability of information;
n. In-flight monitoring procedures;
o. Computerised Flight Plan;
p. Orientation charts, including low level planning charts and
flight progress charts usage (including position plotting);
q. Equal Time Point;
r. Critical fuel.
225. SPA.ETOPS.105
ETOPS training programme – Normal operations
a. Flight planning and Dispatch
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(1) ETOPS Fuel requirements
(2) Route Alternate selection - weather minima
(3) Minimum Equipment List – ETOPS specific
(4) ETOPS service check and Tech log
(5) Pre-flight FMS Set up
b. Flight performance progress monitoring
(1) Flight management, navigation and communication systems
(2) Aeroplane system monitoring
(3) Weather monitoring
(4) In-flight fuel management – to include independent cross
checking of fuel quantity
SPA.ETOPS.105
AMC 20-6
226.
ETOPS training programme – abnormal & contingency
procedures
a. Diversion Procedures and Diversion ‘decision making’.
Initial and recurrent training to prepare flight crews to evaluate
potential significant system failures. The goal of this training
should be to establish crew competency in dealing with the
most probable contingencies. The discussion should include the
factors that may require medical, passenger related or nontechnical diversions.
b. Navigation and communication systems, including
appropriate flight management devices in degraded modes.
c. Fuel Management with degraded systems.
d. Initial and recurrent training which emphasises abnormal
and emergency procedures to be followed in the event of
foreseeable failures for each area of operation, including:
(1) Procedures for single and multiple failures in flight affecting
ETOPS sector entry and diversion decisions. If standby sources
of electrical power significantly degrade the cockpit
instrumentation to the pilots, then training for approaches with
the standby generator as the sole power source should be
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conducted during initial and recurrent training.
(2) Operational restrictions associated with these system
failures including any applicable MEL considerations.
SPA.ETOPS.105
AMC 20-6
ETOPS training programme – abnormal & contingency
procedures
227.
During the introduction into service of a new ETOPS type, or
conversion of pilots not previously ETOPS qualified where
ETOPS approval is sought, a minimum of 2 ETOPS sectors
should be completed including an ETOPS line check.
ETOPS subjects should also be included in annual refresher
training as part of the normal process.
SET-IMC training
SPA.SET-IMC.105
SET-IMC training programme – Use of FFS/FSTD
AMC1 SPA.SET-IMC.105(c)
228.
Where a suitable full flight simulator (FFS) or a suitable flight
simulation training device (FSTD) is available, it should be used
to carry out training and checking for SET-IMC operations
conversion training and checking.
Following conversion training and checking, the next recurrent
training session and the next OPCs including SET-IMC
operations items should be conducted in a suitable FFS or
FSTD, where available.
SPA.SET-IMC.105
AMC1 SPA.SET-IMC.105(c)
SET-IMC training programme – Conversion Training
Conversion training should be conducted in accordance with a
syllabus devised for SET-IMC operations and include at least
the following:
(1) normal procedures:
(i) anti-icing and de-icing systems operation;
229.
(ii) navigation system procedures;
(iii) radar positioning and vectoring, when available;
(iv) use of radio altimeter; and
(v) use of fuel control, displays interpretation;
(2) abnormal procedures:
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(i) anti-icing and de-icing systems failures;
(ii) navigation system failures;
(iii) pressurisation system failures;
(iv) electrical system failures; and
(v) engine-out descent in simulated IMC; and
(3) emergency procedures:
(i) engine failure shortly after take-off;
(ii) fuel system failures (e.g. fuel starvation);
(iii) engine failure other than the above: recognition of failure,
symptoms, type of failure, measures to be taken, and
consequences;
(iv) depressurisation; and
(v) engine restart procedures:
(A) choice of an aerodrome or landing site; and
(B) use of an area navigation system;
(vi) air traffic controller (ATCO) communications;
(vii) use of radar positioning and vectoring (when available);
(viii) use of radio altimeter; and
(ix) practice of the forced landing procedure until touchdown in
simulated IMC, with zero thrust set, and operating with
simulated emergency electrical power.
SPA.SET-IMC.105
AMC1 SPA.SET-IMC.105(c)
230.
SET-IMC training programme – Conversion Checking
The following items should be checked following completion of
the SET-IMC operations conversion training as part of the
operator’s proficiency check (OPC):
(1) conduct of the forced landing procedure until touchdown in
simulated IMC, with zero thrust set, and operating with
simulated emergency electrical power;
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(2) engine restart procedures;
(3) depressurisation following engine failure; and
(4) engine-out descent in simulated IMC.
SPA.SET-IMC.105
SET-IMC training programme – Recurrent Training
Recurrent training for SET-IMC operations should be included
in the recurrent training required by ORO.FC for pilots carrying
out SET-IMC operations. This training should include all items
of the conversion training.
SET-IMC training programme – Recurrent Checking
The following items should be included into the list of required
items to be checked following completion of SET-IMC
operations recurrent training as part of the OPC:
231. AMC1 SPA.SET-IMC.105(c)
SPA.SET-IMC.105
AMC1 SPA.SET-IMC.105(c)
(1) conduct of the forced landing procedure until touchdown in
simulated IMC, with zero thrust set, and operating with
simulated emergency electrical power;
232.
(2) engine restart procedures;
(3) depressurisation following engine failure; and
(4) emergency descent in simulated IMC.
NVIS training
SPA.NVIS.130
NVIS Operations - Experience
The minimum experience for the commander shall not be less
than 20 hours VFR at night as commander of a helicopter
before commencing training.
SPA.NVIS.130
NVIS Operations – Operational training
All pilots shall have completed the operational training in
accordance with the NVIS procedures contained in the
operations manual.
SPA.NVIS.130
NVIS Operations – Recency
All pilots and NVIS technical crew members conducting NVIS
operations shall have completed three NVIS flights in the last
90 days. Recency may be re-established on a training flight in
the helicopter or an approved full flight simulator (FFS)
NVIS Operations – Training & checking
Crew training programmes shall: improve knowledge of the
NVIS working environment and equipment; improve crew
233.
234.
235.
236. SPA.NVIS.130
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coordination; and include measures to minimise the risks
associated with entry into low visibility conditions and NVIS
normal and emergency procedures.
It shall be assessed during:
(A) night proficiency checks; and
(B) line checks.
SPA.NVIS.130
NVIS Training & checking programme - Training
AMC1 SPA.NVIS.130(f)(1)
The flight crew training syllabus should include the following
items:
(1) NVIS working principles, eye physiology, vision at night,
limitations and techniques to overcome these limitations;
(2) preparation and testing of NVIS equipment;
(3) preparation of the helicopter for NVIS operations;
(4) normal and emergency procedures including all NVIS failure
modes;
237.
(5) maintenance of unaided night flying;
(6) crew coordination concept specific to NVIS operations;
(7) practice of the transition to and from NVG procedures;
(8) awareness of specific dangers relating to the operating
environment; and
(9) risk analysis, mitigation and management.
See GMs SPA.NVIS.130(f) for more details.
SPA.NVIS.130
AMC1 SPA.NVIS.130(f)(1)
238.
NVIS Training & checking programme - Checking
The flight crew checking syllabus should include:
(1) night proficiency checks, including emergency procedures
to be used on NVIS operations; and
(2) line checks with special emphasis on the following:
(i) local area meteorology;
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(ii) NVIS flight planning;
(iii) NVIS in-flight procedures;
(iv) transitions to and from night vision goggles (NVG);
(v) normal NVIS procedures; and
(vi) crew coordination specific to NVIS operations.
See GMs SPA.NVIS.130(f) for more details.
HHO training
SPA.HHO.130
HHO Operations - Experience
The minimum experience level for the commander conducting
HHO flights shall not be less than:
(1) Offshore:
(i) 1 000 hours as pilot-in-command/commander of helicopters,
or 1 000 hours as co-pilot in HHO of which
200 hours is as pilot-in-command under supervision; and
(ii) 50 hoist cycles conducted offshore, of which 20 cycles shall
be at night if night operations are being conducted, where a
hoist cycle means one down-and-up cycle of the hoist hook.
239.
(2) Onshore:
(i) 500 hours as pilot-in-command/commander of helicopters,
or 500 hours as co-pilot in HHO of which 100
hours is as pilot-in-command under supervision;
(ii) 200 hours operating experience in helicopters gained in an
operational environment similar to the intended
operation; and
(iii) 50 hoist cycles, of which 20 cycles shall be at night if night
operations are being conducted.
240. SPA.HHO.130
HHO Operations – Operational training & experience
Successful completion of training in accordance with the HHO
procedures contained in the operations manual and relevant
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experience in the role and environment under which HHO are
conducted.
SPA.HHO.130
HHO Operations – Recency
All pilots and HHO crew members conducting HHO shall have
completed in the last 90 days:
(1) when operating by day: any combination of three day or
night hoist cycles, each of which shall include a
241.
transition to and from the hover;
(2) when operating by night: three night hoist cycles, each of
which shall include a transition to and from the hover.
SPA.HHO.130
HHO Operations – Training & checking
242.
Crew training programmes shall: improve knowledge of the
HHO working environment and equipment; improve crew
coordination; and include measures to minimise the risks
associated with HHO normal and emergency procedures and
static discharge.
It shall be assessed during visual meteorological conditions
(VMC) day proficiency checks, or VMC night proficiency checks
when night HHO are undertaken by the operator.
AMC1 SPA.HHO.130(f)(1)
HHO Operations – Training & checking programme –
Training
The flight crew training syllabus should include the following
items:
(1) fitting and use of the hoist;
(2) preparing the helicopter and hoist equipment for HHO;
243.
(3) normal and emergency hoist procedures by day and, when
required, by night;
(4) crew coordination concepts specific to HHO;
(5) practice of HHO procedures; and
(6) the dangers of static electricity discharge.
AMC1 SPA.HHO.130(f)(1)
244.
HHO Operations – Training & checking programme –
Checking
The flight crew checking syllabus should include:
(1) proficiency checks, which should include procedures likely
to be used at HHO sites with special emphasis on:
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(i) local area meteorology;
(ii) HHO flight planning;
(iii) HHO departures;
(iv) a transition to and from the hover at the HHO site;
(v) normal and simulated emergency HHO procedures; and
(vi) crew coordination.
HEMS training
SPA.HEMS.130
HEMS Operations - Experience
The minimum experience level for the commander conducting
HEMS flights shall not be less than:
(1) either:
(i) 1 000 hours as pilot-in-command/commander of aircraft of
which 500 hours are as pilot-in-command/commander
on helicopters; or
(ii) 1 000 hours as co-pilot in HEMS operations of which 500
hours are as pilot-in-command under supervision
245.
and 100 hours pilot-in-command/commander of helicopters;
(2) 500 hours’ operating experience in helicopters, gained in an
operational environment similar to the intended
operation; and
(3) for pilots engaged in night operations, 20 hours of VMC at
night as pilot-in-command/commander.
246.
247.
SPA.HEMS.130
HEMS Operations – Operational training & experience
Successful completion of operational training in accordance
with the HEMS procedures contained in the operations manual.
SPA.HEMS.130
HEMS Operations – Recency
All pilots conducting HEMS operations shall have completed a
minimum of 30 minutes’ flight by sole reference to instruments
in a helicopter or in an FSTD within the last 6 months.
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Item
HEMS Operations – Training & checking
248.
A
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Compliance Criteria
Crew training programmes shall: improve knowledge of the
HEMS working environment and equipment; improve crew
coordination; and include measures to minimise the risks
associated with en-route transit in low visibility conditions,
selection of HEMS operating sites and approach and departure
profiles.
It shall be assessed during:
(A) VMC day proficiency checks, or VMC night proficiency
checks when night HEMS operations are undertaken by the
operator; and
(B) line checks.
AMC1 SPA.HEMS.130(f)(1)
HHO Operations – Training & checking programme –
Training
The flight crew training syllabus should include the following
items:
(1) meteorological training concentrating on the understanding
and interpretation of available weather information;
(2) preparing the helicopter and specialist medical equipment
for subsequent HEMS departure;
249.
(3) practice of HEMS departures;
(4) the assessment from the air of the suitability of HEMS
operating sites; and
(5) the medical effects air transport may have on the patient.
AMC1 SPA.HEMS.130(f)(1)
HHO Operations – Training & checking programme –
Checking
(1) proficiency checks, which should include landing and takeoff profiles likely to be used at HEMS operating sites; and
(2) line checks, with special emphasis on the following:
250.
(i) local area meteorology;
(ii) HEMS flight planning;
(iii) HEMS departures;
(iv) the selection from the air of HEMS operating sites;
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(v) low level flight in poor weather; and
(vi) familiarity with established HEMS operating sites in the
operator’s local area register.
2.2 CABIN CREW
Conduct of training & checking
ORO.CC.115
Training course – General – Programme & syllabus
251.
A detailed programme and syllabus shall be established by the
operator for each training course in accordance with ORO.CC
and Part-CC, where applicable, to cover the duties and
responsibilities to be discharged by the CCM.
OSD shall also be taken into consideration when developing the
training programme.
ORO.CC.115
Training course – General
Each training course shall include theoretical and practical
instruction together with individual or collective practice, as
relevant to each training subject, in order that the CCM
achieves and maintains the adequate level of proficiency in
accordance with ORO.CC.
ORO.CC.115
Training course – General
Each training course shall be:
252.
(1) conducted in a structured and realistic manner; and
253.
(2) performed by personnel appropriately qualified for the
subject to be covered.
AMC1 ORO.CC.115(c)
254.
Training course – General – Training methods
The operator should establish training methods that take into
account the following:
(1) training should include the use of cabin training devices,
audio-visual presentations, computer-based training and other
types of training, as most appropriate to the training element;
and
(2) a reasonable balance between the different training
methods should be ensured so that the cabin crew member
achieves the level of proficiency necessary for a safe
performance of all related cabin crew duties and
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responsibilities.
AMC1 ORO.CC.115(c)
Training course – General – Training devices
When assessing the representative training devices to be used,
the operator should:
(1) take into account that a representative training device may
be used to train cabin crew as an alternative to the use of the
actual aircraft or required equipment;
(2) ensure that those items relevant to the training and
checking intended to be given accurately represent the aircraft
or equipment in the following particulars:
(i) layout of the cabin in relation to doors/exits, galley areas
and safety and emergency equipment stowage as relevant;
(ii) type and location of passenger seats and cabin crew
stations;
(iii) doors/exits in all modes of operation, particularly in
relation to the method of operation, mass and balance and
operating forces, including failure of power-assist systems
where fitted; and
255.
iv) safety and emergency equipment of the type provided in
the aircraft (such equipment may be ‘training use only’ items
and, for oxygen and protective breathing equipment, units
charged with or without oxygen may be used);
(3) assess the following factors when determining whether a
door/exit can be considered to be a variant of another type:
(i) door/exit arming/disarming;
(ii) direction of movement of the operating handle;
(iii) direction of door/exit opening;
(iv) power-assist mechanisms; and
(v) assisting evacuation means such as slides and ropes.
256. ORO.CC.115
Training course – General – Checking
During or following completion of all training required by
ORO.CC, each cabin crew member shall undergo a check
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covering all training elements of the relevant training
programme, except for CRM training. Checks shall be
performed by personnel appropriately qualified to verify that
the CCM has achieved and/or maintains the required level of
proficiency.
AMC1 ORO.CC.115(d)
Training course – General – Checking
(a) Checking required for each training course should be
accomplished by the method appropriate to the training
element to be checked. These methods include:
(1) practical demonstration;
(2) computer-based assessment;
257.
(3) in-flight checks;
(4) oral or written tests.
(b) Training elements that require individual practical
participation may be combined with practical checks.
CRM - Generalities
ORO.CC.115
CRM Training
CRM training courses and CRM modules where applicable shall
be conducted by a cabin crew CRM instructor. When CRM
elements are integrated in other training, a cabin crew CRM
instructor shall manage the definition and implementation of
the syllabus.
AMC1 ORO.CC.115(e)
Training course – General – CRM
The table 1 of AMC1 ORO.CC.115(e) defines the content of
CRM trainings.
AMC1 ORO.CC.115(e)
CRM - Training environment
CRM training should be conducted in the non-operational
environment (classroom and computer-based) and in the
operational environment (cabin training device and aircraft).
Tools such as group discussions, team task analysis, team task
simulation and feedback should be used.
258.
259.
260.
Whenever possible, classroom training should be conducted in
a group session away from the pressures of the usual working
environment, so that the opportunity is provided for cabin
crew members to interact and communicate in an environment
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conducive to learning.
Computer-based training should not be conducted as a standalone training method, but may be conducted as a
complementary training method.
Whenever practicable, relevant parts of CRM training should
be conducted in representative cabin training devices that
reproduce a realistic operational environment, or in the
aircraft. During practical training, interaction should be
encouraged.
CRM principles should be integrated into relevant parts of
cabin crew training and operations including checklists,
briefings and emergency procedures.
261.
AMC1 ORO.CC.115(e)
CRM – Management system
CRM training should address hazards and risks identified by the
operator’s management system described in ORO.GEN.200.
AMC1 ORO.CC.115(e)
CRM – Competency-based
Whenever practicable, the compliance-based approach
concerning CRM training may be substituted by a competencybased approach such as evidence-based training. In this
context, CRM training should be characterised by a
performance orientation, with emphasis on standards of
performance and their measurement, and the development of
training to the specified performance standards.
AMC1 ORO.CC.115(e)
CRM – Contracted CRM training
If the operator chooses not to establish its own CRM training,
another operator, a third party or a training organisation may
be contracted to provide the training in accordance with
ORO.GEN.205. In case of contracted CRM training, the operator
should ensure that the content of the course covers the
specific culture, the type of operations and the associated
procedures of the operator. When crew members from
different operators attend the same course, the CRM training
should be specific to the relevant flight operations and to the
trainees concerned.
AMC1 ORO.CC.115(e)
CRM – Syllabus – Resilience development
CRM training should address the main aspects of resilience
development. The training should cover:
262.
263.
264.
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(i) Mental flexibility
Cabin crew should be trained to:
(A) understand that mental flexibility is necessary to recognise
critical changes;
(B) reflect on their judgement and adjust it to the unique
situation;
(C) avoid fixed prejudices and over-reliance on standard
solutions; and
(D) remain open to changing assumptions and perceptions.
(ii) Performance adaptation
Cabin crew should be trained to:
(A) mitigate frozen behaviours, overreactions and
inappropriate hesitation; and
(B) adjust actions to current conditions.
See GM4 ORO.CC.115(e) for more details.
AMC1 ORO.CC.115(e)
CRM – Syllabus – Surprise and startle effect
CRM training should address unexpected, unusual and stressful
situations. Therefore, CRM training should be designed to
prepare cabin crew to master sudden events and associated
uncontrolled reactions.
AMC1 ORO.CC.115(e)
CRM – Syllabus – Cultural differences
CRM training should cover cultural differences of multinational
and cross-cultural crews.
265.
This includes recognising that:
266.
(i) different cultures may have different communication
specifics, ways of understanding and approaches to the same
situation or problem;
(ii) difficulties may arise when crew members with different
mother tongue communicate in a common language which is
not their mother tongue; and
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(iii) cultural differences may lead to different methods for
identifying a situation and solving a problem.
AMC1 ORO.CC.115(e)
CRM – Syllabus – Operator’s safety culture and company
culture
CRM training should cover the operator’s safety culture, its
company culture, the type of operations and the associated
procedures of the operator. This should include areas of
operations that may lead to particular difficulties or involve
unusual hazards.
AMC1 ORO.CC.115(e)
CRM – Syllabus – Case studies
(i) CRM training should cover aircraft type-specific case studies,
based on the information available within the operator’s
management system, including:
267.
(A) accident and serious incident reviews to analyse and
identify any associated non-technical causal and contributory
factors, and instances or examples of lack of CRM; and
268.
(B) analysis of occurrences that were well managed.
(ii) If relevant aircraft type-specific or operator-specific case
studies are not available, the operator should consider other
case studies relevant to the scale and scope of its operations.
AMC2 ORO.CC.115(e)
CRM – Single CCM
For single cabin crew operations, AMC1 ORO.CC.115(e) should
be applied with the following differences:
(a) Relevant training elements
CRM training should focus on the elements specified in Table 1
of (g) of AMC1 ORO.CC.115(e)
269.
which are relevant to single cabin crew operations. Therefore,
single cabin crew CRM training should include, among others:
(1) situation awareness;
(2) workload management;
(3) decision-making;
(4) resilience development;
(5) surprise and startle effect; and
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(6) effective communication and coordination with
(i) the flight crew; and
(ii) other operational personnel and ground services.
(b) Computer-based training
Notwithstanding (a)(3) of AMC1 ORO.CC.115(e), computerbased training may be conducted as a stand-alone training
method for a cabin crew member operating on aircraft with a
maximum operational passenger seating configuration of 19 or
less.
CRM trainer
ORO.CC.115
CRM trainer - Introduction
AMC3 ORO.CC.115(e)
The provisions described below:
(1) should be fulfilled by cabin crew CRM trainers responsible
for classroom CRM training; and
(2) are not applicable to trainers or instructors conducting
training other than CRM training, but integrating CRM
elements into this training. Nevertheless, trainers or instructors
who are integrating CRM elements into the aircraft type
training, recurrent training or senior cabin crew member
training should have acquired relevant knowledge of human
performance and limitations, and have completed appropriate
CRM training.
270.
AMC3 ORO.CC.115(e)
CRM trainer - Qualification
(1) A training and standardisation programme for cabin crew
CRM trainers should be established.
(2) The cabin crew CRM trainer, in order to be suitably
qualified, should:
271.
(i) have adequate knowledge of the relevant flight operations;
(ii) have received instructions on human performance and
limitations (HPL);
(iii) have completed an introductory CRM course, as required in
Part-CC, and an operator’s CRM training, as specified in AMC1
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ORO.CC.115(e);
(iv) have received training in group facilitation skills;
(v) have received additional training in the fields of group
management, group dynamics and personal awareness; and
(vi) have demonstrated the knowledge, skills and credibility
required to train the CRM training elements in the nonoperational environment, as specified in Table 1 of AMC1
ORO.CC.115(e).
(3) An experienced CRM trainer may become a cabin crew CRM
trainer if he/she demonstrates a satisfactory knowledge of the
relevant flight operations and the cabin crew working
environment, and fulfils the provisions specified in (2)(ii) to
(2)(vi).
AMC3 ORO.CC.115(e)
CRM trainer - Training
(1) Training of cabin crew CRM trainers should be both
theoretical and practical. Practical elements should include the
development of specific trainer skills, particularly the
integration of CRM into day-to-day operations.
(2) The basic training of cabin crew CRM trainers should include
the training elements for cabin crew, as specified in Table 1 of
AMC1 ORO.CC.115(e). In addition, the basic training should
include the following:
(i) introduction to CRM training;
272.
(ii) operator’s management system; and
(iii) characteristics, as applicable:
(A) of the different types of CRM trainings (initial, recurrent,
etc.);
(B) of combined training; and
(C) related to the type of aircraft or operation.
(3) The refresher training of cabin crew CRM trainers should
include new methodologies, procedures and lessons learned.
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(4) The training of cabin crew CRM trainers should be
conducted by cabin crew CRM trainers with a minimum of 3
years’ experience. Assistance may be provided by experts in
order to address specific areas.
AMC3 ORO.CC.115(e)
CRM trainer - Assessment
GM5 ORO.CC.115(e)
(1) A cabin crew CRM trainer should be assessed by the
operator when conducting the first CRM training course. This
first assessment should be valid for a period of 3 years.
(2) Assessment is the process of observing, recording,
interpreting and debriefing the cabin crew CRM trainer. The
operator should describe the assessment process in the
operations manual. All personnel involved in the assessment
must be credible and competent in their role.
273.
See GM5 ORO.CC.115(e)
AMC3 ORO.CC.115(e)
CRM trainer – Recency and renewal
(1) For recency of the 3-year validity period, the cabin crew
CRM trainer should:
(i) conduct at least 2 CRM training events in any 12-month
period;
(ii) be assessed within the last 12 months of the 3-year validity
period by the operator; and
(iii) complete CRM trainer refresher training within the 3-year
validity period.
274.
(2) The next 3-year validity period should start at the end of the
previous period.
(3) For renewal, i.e. when a cabin crew CRM trainer does not
fulfil the provisions of (1), he/she should, before resuming as
cabin crew CRM trainer:
(i) comply with the qualification provisions of (b) and (d); and
(ii) complete CRM trainer refresher training.
275.
GM2 ORO.CC.115(e)
CRM trainer – Minimum times
(i) basic training:
(A) 18 training hours for trainees holding an instructor
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certificate for complex motor-powered aircraft, as specified in
Part-FCL, which includes 25-hour training in teaching and
learning; or
(B) 30 training hours for trainees who do not hold an instructor
certificate as specified in (A); and
(ii) refresher training: 6 training hours.
Initial training & checking
276.
277.
278.
CC.TRA.215
Provision of training - Organisation
Training shall be provided by training organisations or CAT
operators approved to do so by the competent authority.
CC.TRA.215
Provision of training - Personnel
Training shall be performed by personnel suitably experienced
and qualified for the training elements to be covered.
CC.TRA.215
Provision of training – Training programme
Training shall be conducted according to a training programme
and syllabus documented in the organisation's approval.
CC.TRA.220
Initial training - General
Applicants for a cabin crew attestation shall complete an initial
training course to familiarise themselves with the aviation
environment and to acquire sufficient general knowledge and
basic proficiency required to perform the duties and discharge
the responsibilities related to the safety of passengers and
flight during normal, abnormal and emergency operations.
CC.TRA.220
Initial training - Programme
The programme of the initial training course shall cover at least
the elements specified below. It shall include theoretical and
practical training.
279.
280.
ORO.CC.120
CC.TRA.220
Initial training – Training programme
1.
General theoretical knowledge of aviation and
aviation regulations covering all elements relevant
to the duties and responsibilities required from
cabin crew
2.
Communication
3.
Introductory course on human factors (HF) in
aviation and crew resource management (CRM)
4.
Passenger handling and cabin surveillance
Appendix 1 to Part-CC
281.
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5.
Aero-medical aspects and first-aid
6.
Dangerous goods
7.
General security aspects in aviation, including
awareness of the provisions laid down in Regulation
(EC) No 300/2008
8.
Fire and smoke training
9.
Survival training
See more details in appendix 1 to Part-CC.
CC.TRA.220
Appendix 1 to Part-CC
Initial training – Training programme – General knowledge
General theoretical knowledge of aviation and aviation
regulations covering all elements relevant to the duties and
responsibilities required from cabin crew:
-
aviation terminology, theory of flight, passenger
distribution, areas of operation, meteorology and
effects of aircraft surface contamination;
-
aviation regulations relevant to cabin crew and the
role of the competent authority;
-
duties and responsibilities of cabin crew during
operations and the need to respond promptly and
effectively to emergency situations;
-
continuing competence and fitness to operate as a
cabin crew member, including as regards flight and
duty time limitations and rest requirements;
-
the importance of ensuring that relevant documents
and manuals are kept up-to-date, with amendments
provided by the operator as applicable;
-
the importance of cabin crew performing their
duties in accordance with the operations manual of
the operator;
-
the importance of the cabin crew’s pre-flight
briefing and the provision of necessary safety
282.
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information with regards to their specific duties;
and
-
CC.TRA.220
Initial training – Training programme – Communication
During training, emphasis shall be placed on the importance of
effective communication between cabin crew and flight crew,
including communication techniques, common language and
terminology.
Initial training – Training programme – Introductory course
on human factors (HF) in aviation and crew resource
management (CRM)
This course shall be conducted by at least one cabin crew CRM
instructor. The training elements shall be covered in depth and
shall include at least the following:
283. Appendix 1 to Part-CC
CC.TRA.220
Appendix 1 to Part-CC
-
General: human factors in aviation, general
instructions on CRM principles and objectives,
human performance and limitations;
-
Relevant to the individual cabin crew member:
personality awareness, human error and reliability,
attitudes and behaviours, self-assessment; stress
and stress management; fatigue and vigilance;
assertiveness; situation awareness, information
acquisition and processing.
-
the importance of correct seat allocation with
reference to aeroplane mass and balance, special
categories of passengers and the necessity of
seating able-bodied passengers adjacent to
unsupervised exits;
-
rules covering the safe stowage of cabin baggage
and cabin service items and the risk of it becoming a
hazard to occupants of the passenger compartment
or otherwise obstruction or damaging emergency
equipment or exits;
-
advice on the recognition and management of
284.
CC.TRA.220
Appendix 1 to Part-CC
285.
the importance of identifying when cabin crew
members have the authority and responsibility to
initiate an evacuation and other emergency
procedures.
Initial training – Training programme – Passenger handling
and cabin surveillance
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passengers who are, or become, intoxicated with
alcohol or are under the influence of drugs or are
aggressive;
CC.TRA.220
Appendix 1 to Part-CC
286.
Initial training – Training programme – Aero-medical
aspects and first-aid
-
precautions to be taken when live animals are
carried in the passenger compartment;
-
duties to be undertaken in the event of turbulence,
including securing the passenger compartment; and
-
methods used to motivate passengers and the
crowd control necessary to expedite an emergency
evacuation.
1.
general instruction on aero-medical aspects and
survival;
2.
the physiological effects of flying with particular
emphasis on hypoxia, oxygen requirements,
Eustachian tubal function and barotraumas;
3.
basic first-aid, including care of:
-
air sickness;
-
gastro-intestinal disturbances;
-
hyperventilation;
-
burns;
-
wounds;
-
the unconscious; and
-
fractures and soft tissue injuries;
4.
in-flight medical emergencies and associated firstaid covering at least:
-
asthma;
-
stress and allergic reactions;
-
shock;
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CC.TRA.220
287.
Appendix 1 to Part-CC
Item
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training
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-
diabetes;
-
choking;
-
epilepsy;
-
childbirth;
-
stroke; and
-
heart attack;
5.
the use of appropriate equipment including first-aid
oxygen, first-aid kits and emergency medical kits
and their contents;
6.
practical cardio-pulmonary resuscitation training by
each cabin crew member using a specifically
designed dummy and taking account of the
characteristics of an aircraft environment; and
7.
travel health and hygiene, including:
-
hygiene on board;
-
risk of contact with infectious diseases and means to
reduce such risks;
-
handling of clinical waste;
-
aircraft disinsection;
-
handling of death on board; and
-
alertness management, physiological effects of
fatigue, sleep physiology, circadian rhythm and time
zone changes.
-
emphasis on the responsibility of cabin crew to deal
promptly with emergencies involving fire and smoke
and, in particular, emphasis on the importance of
identifying the actual source of the fire;
-
the importance of informing the flight crew
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immediately, as well as the specific actions
necessary for coordination and assistance, when fire
or smoke is discovered;
CC.TRA.220
Initial training – Training programme – Survival training
-
the necessity for frequent checking of potential firerisk areas including toilets, and the associated
smoke detectors;
-
the classification of fires and the appropriate type of
extinguishing agents and procedures for particular
fire situations;
-
the techniques of application of extinguishing
agents, the consequences of misapplication, and of
use in a confined space including practical training
in fire-fighting and in the donning and use of smoke
protection equipment used in aviation; and
-
the general procedures of ground-based emergency
services at aerodromes.
-
principles of survival in hostile environments (e.g.
polar, desert, jungle, sea); and
-
water survival training which shall include the actual
donning and use of personal flotation equipment in
water and the use of slide-rafts or similar
equipment, as well as actual practice in water.
Appendix 1 to Part-CC
288.
CC.TRA.220
Initial training - Examination
Applicants for a cabin crew attestation shall undergo an
examination covering all elements of the training programme,
except CRM training, to demonstrate that they have attained
the required level of knowledge and proficiency.
Initial training – Aircraft type qualification
To be qualified for an aircraft type or a variant, the CCM:
289. ORO.CC.120
CC.TRA.225
ORO.CC.120
290.
(1) shall comply with the applicable training, checking and
validity requirements, covering as relevant to the aircraft to be
operated:
(i) aircraft-type specific training, operator conversion training
and familiarisation;
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(ii) differences training;
(iii) recurrent training; and
(2) shall have operated within the preceding 6 months on the
aircraft type, or shall have completed the relevant refresher
training and checking before operating again on that aircraft
type.
Conversion & difference training
ORO.CC.125
Conversion course – Operator & aircraft type - General
291.
Each CCM shall have completed appropriate aircraft type
specific training and operator conversion training, as well as
the associated checks, before being:
(1) first assigned by the operator to operate as a cabin crew
member; or
(2) assigned by that operator to operate on another aircraft
type.
ORO.CC.125
Conversion course – Operator & aircraft type - General
When establishing the aircraft type specific and the operator
conversion training programmes and syllabi, the operator shall
include, where available, the mandatory elements for the
relevant type as defined in the data established in accordance
with Regulation (EC) No 748/2012 (OSD).
ORO.CC.125
Conversion course – Aircraft type specific programme
The aircraft type specific training programme shall:
292.
(1) involve training and practice on a representative training
device or on the actual aircraft; and
293.
(2) cover at least the following aircraft type specific training
elements:
(i) aircraft description as relevant to cabin crew duties;
(ii) all safety equipment and systems installed relevant to cabin
crew duties;
(iii) operation and actual opening, by each cabin crew member,
of each type or variant of normal and emergency
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doors and exits in the normal and emergency modes;
(iv) demonstration of the operation of the other exits including
flight crew compartment windows;
(v) fire and smoke protection equipment where installed;
(vi) evacuation slide training, where fitted;
(vii) operation of the seat, restraint system and oxygen system
equipment relevant to pilot incapacitation.
AMC1 ORO.CC.125(c)
Conversion course – Aircraft type specific programme –
Aircraft description
(1) type of aircraft, principal dimensions, narrow or wide
bodied, single or double deck;
(2) speed, altitude, range;
(3) passenger seating capacity;
(4) flight crew number and minimum number of required cabin
crew;
(5) cabin doors/exits location and sill height;
(6) cargo and unpressurised areas as relevant;
294.
(7) aircraft systems relevant to cabin crew duties;
(8) flight crew compartment - general presentation, pilot seats
and their mechanism, emergency exits, storage;
(9) required cabin crew stations;
(10) flight crew compartment security - general: door
components and use;
(11) access to avionics bay where relevant;
(12) lavatories - general: doors, systems, calls and signs; and
(13) least risk bomb location.
AMC1 ORO.CC.125(c)
295.
Conversion course – Aircraft type specific programme –
Safety and emergency equipment and aircraft systems
installed
Each CCM should receive realistic training on, and
demonstration of, the location and use of all aircraft type
specific safety and emergency equipment and aircraft systems
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installed, with emphasis on the following:
(1) slides, and where non-self-supporting slides are carried, the
use of any associated assisting evacuation means;
(2) life-rafts and slide-rafts, including the equipment attached
to, and/or carried in, the raft;
(3) drop-out oxygen system; and
(4) communication equipment.
AMC1 ORO.CC.125(c)
Conversion course – Aircraft type specific programme –
Operation of doors and exits
This training should be conducted in a representative training
device or in the actual aircraft and should include failure of
power assist systems where fitted and the action and forces
required to operate and deploy evacuation slides. Training
should also include operation and actual opening of the flight
crew compartment security door when installed.
AMC1 ORO.CC.125(c)
Conversion course – Aircraft type specific programme –
Fire and smoke protection equipment
Each cabin crew member should be trained in using fire and/or
smoke protection equipment where fitted.
AMC1 ORO.CC.125(c)
Conversion course – Aircraft type specific programme –
Evacuation slide training
(1) Each cabin crew member should descend an evacuation
slide from a height representative of the aircraft main deck sill
height.
296.
297.
(2) The slide should be fitted to a representative training device
or to the actual aircraft.
298.
(3) A further descent should be made when the cabin crew
member qualifies on an aircraft type in which the main deck
exit sill height differs significantly from any aircraft type
previously operated.
AMC1 ORO.CC.125(c)
Conversion course – Aircraft type specific programme –
Operation of equipment related to pilot incapacitation
The training should cover any type specific elements or
conditions relevant to cabin crew actions to be taken in case of
pilot incapacitation. Each CCM should be trained to operate all
equipment that must be used in case of pilot incapacitation.
ORO.CC.125
Conversion course – Operator conversion programme
The operator conversion training programme for each aircraft
type to be operated shall:
299.
300.
(1) involve training and practice on a representative training
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device or on the actual aircraft;
(2) include training in the operator’s standard operating
procedures for cabin crew members to be first assigned to
duties by the operator;
(3) cover at least the following operator specific training
elements as relevant to the aircraft type to be operated:
(i) description of the cabin configuration;
(ii) location, removal and use of all portable safety and
emergency equipment carried on-board;
(iii) all normal and emergency procedures;
(iv) passenger handling and crowd control;
(v) fire and smoke training including the use of all related firefighting and protective equipment representative
of that carried on-board;
(vi) evacuation procedures;
(vii) pilot incapacitation procedures;
(viii) applicable security requirements and procedures;
(ix) crew resource management.
AMC1 ORO.CC.125(d)
301.
Conversion course – Operator conversion programme –
Description of the cabin configuration
The description should cover all elements specific to the
operator’s cabin configuration and any differences with those
previously covered in accordance with AMC1 ORO.CC.125(c),
including:
(1) required and additional cabin crew stations - location
(including direct view), restraint systems, control panels;
(2) passenger seats – general presentation and associated
operator’s specific features and equipment;
(3) designated stowage areas;
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(4) lavatories - operator’s specific features, equipment and
systems additional to the aircraft type specific elements;
(5) galley - location, appliances, water and waste system,
including shut-off, sinks, drains, stowage, control panels, calls
and signs;
and where applicable
(6) crew rest areas - location, systems, controls, safety and
emergency equipment;
(7) cabin dividers, curtains, partitions;
(8) lift location, use, controls;
(9) stowage for the containment of waste; and
(10) passenger hand rail system or alternative means.
AMC1 ORO.CC.125(d)
Conversion course – Operator conversion programme –
Safety and emergency equipment
Each cabin crew member should receive realistic training on
and demonstration of the location and use of all safety and
emergency equipment carried, including:
(1) life-jackets, infant life-jackets and flotation devices;
(2) first-aid and drop-out oxygen, including supplementary
systems;
(3) fire extinguishers and protective breathing equipment
(PBE);
302.
(4) crash axe or crowbar;
(5) emergency lights including torches;
(6) communication equipment, including megaphones;
(7) slide-rafts and life-rafts’ survival packs and their contents;
(8) pyrotechnics (actual or representative devices);
(9) first-aid kits, emergency medical kits and their contents;
and
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(10) other portable safety and emergency equipment, where
applicable.
AMC1 ORO.CC.125(d)
Conversion course – Operator conversion programme –
Normal and emergency procedures
Each cabin crew member should be trained on the operator’s
normal and emergency procedures as applicable, with
emphasis on the following:
(1) passenger briefing, safety demonstration and cabin
surveillance;
(2) severe air turbulence;
303.
(3) non–pressurisation, slow and sudden decompression,
including the donning of portable oxygen equipment by each
cabin crew member;
(4) other in-flight emergencies; and
(5) carriage of special categories of passengers (SCPs)
(Item (5) will be applicable from 22-Jan-2020)
AMC1 ORO.CC.125(d)
Conversion course – Operator conversion programme –
Passenger handling and crowd control
Training should be provided on the practical aspects of
passenger preparation and handling, as well as crowd control,
in various emergency situations as applicable to the operator’s
specific aircraft cabin configuration, and should cover the
following:
(1) communications between flight crew and cabin crew and
use of all communications equipment, including the difficulties
of coordination in a smoke-filled environment;
304.
(2) verbal commands;
(3) the physical contact that may be needed to encourage
people out of a door/exit and onto a slide;
(4) redirection of passengers away from unusable doors/exits;
(5) marshalling of passengers away from the aircraft;
(6) evacuation of special categories of passengers with
emphasis on passengers with disabilities or reduced mobility;
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and
(7) authority and leadership.
AMC1 ORO.CC.125(d)
Conversion course – Operator conversion programme –
Fire and smoke training
(1) Each cabin crew member should receive realistic and
practical training in the use of all fire-fighting equipment,
including protective clothing representative of that carried in
the aircraft.
(2) Each cabin crew member should:
305.
(i) extinguish an actual fire characteristic of an aircraft interior
fire except that, in the case of halon extinguishers, an
alternative extinguishing agent may be used; and
(ii) exercise the donning and use of PBE in an enclosed
simulated smoke-filled environment with particular emphasis
on identifying the actual source of fire and smoke.
AMC1 ORO.CC.125(d)
Conversion course – Operator conversion programme –
Evacuation procedures
Training should include all the operator’s procedures that are
applicable to planned or unplanned evacuations on land and
water. It should also include, where relevant, the additional
actions required from cabin crew members responsible for a
pair of doors/exits and the recognition of when doors/exits are
unusable or when evacuation equipment is unserviceable.
AMC1 ORO.CC.125(d)
Conversion course – Operator conversion programme –
Pilot incapacitation procedures
Unless the minimum flight crew is more than two, each cabin
crew member should be trained in the procedure for pilot
incapacitation. Training in the use of flight crew checklists,
where required by the operator's standard operating
procedures (SOPs), should be conducted by a practical
demonstration.
AMC1 ORO.CC.125(d)
Conversion course – Operator conversion programme –
Crew resource management
The operator’s CRM training should cover all elements listed in
Table 1 of (g). Several training elements are specified as ‘not
required’ for the operator’s CRM training, since they are
covered under the introductory CRM course for cabin crew as
required in Part-CC.
306.
307.
AMC1 ORO.CC.115(e)
308.
If the cabin crew member undertakes the operator’s
conversion training on an aircraft type, the applicable CRM
training elements should be covered as specified in Table 1 of
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(g) AMC1 ORO.CC.115(e).
(1) The operator should ensure that all applicable CRM training
elements, as specified in Table 1 of AMC1 ORO.CC.115(e), are
covered to the level required in the column ‘Operator aircraft
type conversion training’.
(2) The operator's CRM training and the CRM training covered
during the operator aircraft type conversion training should be
conducted by at least one cabin crew CRM instructor.
GM2 ORO.CC.115(e)
Conversion course – Operator conversion programme –
Crew resource management - Duration
Operator’s CRM training: 6 training hours
ORO.CC.130
Difference training
In addition to the training required in ORO.CC.125, the CCM
shall complete appropriate training and checking covering any
differences before being assigned on:
309.
(1) a variant of an aircraft type currently operated; or
310.
(2) a currently operated aircraft type or variant with different:
(i) safety equipment;
(ii) safety and emergency equipment location; or
(iii) normal and emergency procedures.
ORO.CC.130
Difference training
The differences training programme shall:
(1) be determined as necessary on the basis of a comparison
with the training programme completed by the CCM, in
accordance with ORO.CC.125(c) and (d), for the relevant
aircraft type; and
311.
(2) involve training and practice in a representative training
device or the actual aircraft as relevant to the difference
training element to be covered.
312.
ORO.CC.130
Difference training
When establishing a differences training programme and
syllabus for a variant of an aircraft type currently operated, the
operator shall include, where available, the mandatory
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elements for the relevant aircraft type and its variants as
defined in the data established in accordance with Regulation
(EC) No 748/2012 (OSD).
313.
AMC1 ORO.CC.125 &
ORO.CC.130
Conversion course/difference training – Previous training
The programmes and syllabi of aircraft type specific training,
operator conversion training and differences training should
take into account the cabin crew member's previous training as
documented in his/her training records.
ORO.CC.135
Familiarisation
After completion of aircraft type specific training and operator
conversion training on an aircraft type, each CCM shall
complete appropriate supervised familiarisation on the type
before being assigned to operate as a member of the minimum
number of cabin crew required in accordance with
ORO.CC.100.
AMC1 ORO.CC.135
Familiarisation
For CAT operations, familiarisation of cabin crew to a new
aircraft type or variant should be completed in accordance with
the following, as relevant:
314.
(1) New entrant cabin crew
Each new entrant CCM having no previous comparable
operating experience should participate in:
(i) a familiarisation visit to the aircraft to be operated; and
315.
(ii) familiarisation flights .
(2) Cabin crew operating on a subsequent aircraft type
A CCM assigned to operate on a subsequent aircraft type with
the same operator should participate either in a:
(i) familiarisation flight; or
(ii) familiarisation visit to the aircraft type to be operated.
AMC1 ORO.CC.135
316.
Familiarisation – Familiarisation flights
(1) During familiarisation flights, the cabin crew member
should be assigned in addition to the minimum number of
cabin crew required in accordance with ORO.CC.100 and if
applicable ORO.CC.200.
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(2) Familiarisation flights should be:
(i) conducted under the supervision of the senior cabin crew
member;
(ii) structured and conducted with the cabin crew member
participating in pre-flight, in-flight and post-flight safety duties;
(iii) operated with the cabin crew member wearing the
operator’s cabin crew uniform; and
(iv) recorded in the training record of the cabin crew member.
AMC1 ORO.CC.135
Familiarisation – Aircraft familiarisation visits
(1) Aircraft visits should enable the cabin crew member to
become familiar with the aircraft environment and its
equipment. Accordingly, aircraft visits should be conducted by
appropriately qualified persons. The aircraft visit should
provide an overview of the aircraft’s exterior, interior and
aircraft systems with emphasis on the following:
(i) interphone and public address systems;
(ii) evacuation alarm systems;
(iii) emergency lighting;
(iv) smoke detection systems;
317.
(v) safety and emergency equipment;
(vi) flight crew compartment;
(vii) cabin crew stations;
(viii) lavatories;
(ix) galleys, galley security and water shut-off;
(x) cargo areas if accessible from the passenger compartment
during flight;
(xi) circuit breaker panels located in the passenger
compartment;
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(xii) crew rest areas; and
(xiii) doors/exits location and environment.
(2) An aircraft familiarisation visit may be combined with the
aircraft type specific training or operator conversion training
required by ORO.CC.125.
Recurrent training & checking
318.
ORO.CC.140
Recurrent & checking training – Frequency
Each CCM shall complete annually recurrent training and
checking.
ORO.CC.140
Recurrent & checking training – Training
Recurrent training shall cover the actions assigned to each
member of the cabin crew in normal and emergency
procedures and drills relevant to each aircraft type and/or
variant to be operated.
319.
Recurrent training programme shall be developed taking into
consideration OSD (Cabin Crew Data).
ORO.CC.140
Recurrent & checking training – Training – Aircraft
Aircraft type specific training elements:
(1) Recurrent training shall include annually touch-drills by each
CCM for simulating the operation of each type or variant of
normal and emergency doors and exits for passenger
evacuation.
(2) Recurrent training shall also include at intervals not
exceeding 3 years:
320.
(i) operation and actual opening by each cabin crew member,
in a representative training device or in the actual aircraft, of
each type or variant of normal and emergency exits in the
normal and emergency modes;
(ii) actual operation by each CCM, in a representative training
device or in the actual aircraft, of the flight crew compartment
security door, in both normal and emergency modes, and of
the seat and restraint system, and a practical demonstration of
the oxygen system equipment relevant to pilot incapacitation;
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(iii) demonstration of the operation of all other exits including
the flight crew compartment windows; and
(iv) demonstration of the use of the life-raft, or slide raft,
where fitted.
ORO.CC.140
Recurrent & checking training – Training – Operator
(1) Recurrent training shall include annually:
(i) by each cabin crew member:
(A) location and handling of all safety and emergency
equipment installed or carried on board; and
(B) the donning of life-jackets, portable oxygen and protective
breathing equipment (PBE);
(ii) stowage of articles in the passenger compartment;
(iii) procedures related to aircraft surface contamination;
321.
(iv) emergency procedures;
(v) evacuation procedures;
(vi) incident and accident review;
(vii) crew resource management;
(viii) aero-medical aspects and first aid including related
equipment;
(ix) security procedures.
ORO.CC.140
Recurrent & checking training – Training – Operator
(2) Recurrent training shall also include at intervals not
exceeding three years:
(i) use of pyrotechnics (actual or representative devices);
322.
(ii) practical demonstration of the use of flight crew checklists;
(iii) realistic and practical training in the use of all fire-fighting
equipment, including protective clothing, representative of
that carried in the aircraft;
(iv) by each cabin crew member:
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(A) extinguishing a fire characteristic of an aircraft interior fire;
(B) donning and use of PBE in an enclosed simulated smokefilled environment.
ORO.CC.140
Recurrent & checking training – Validity
(1) The annual recurrent training validity period shall be 12
calendar months counted from the end of the month when the
check was taken.
(2) If the recurrent training and checking are undertaken within
the last 3 calendar months of the validity period, the new
validity period shall be counted from the original expiry date.
323.
(3) For the additional triennial training elements, the validity
period shall be 36 calendar months counted from the end of
the month when the checks were taken.
AMC1 ORO.CC.140
Recurrent & checking training – Annual recurrent training
programme
324.
(1) Training on the location and handling of safety and
emergency equipment should include all relevant oxygen
systems, and any equipment such as defibrillators if carried on
board.
(2) Training on emergency procedures should cover pilot
incapacitation procedures and crowd control techniques.
AMC1 ORO.CC.140
325.
Recurrent & checking training – Triennial recurrent training
programme
(1) Training on the operation of normal and emergency
doors/exits should cover failure of power assist systems where
fitted. This should include the actions and forces required to
operate and deploy evacuation slides, and additional training
when relevant for CCM responsible for a pair of doors/exits.
(2) Training in the use of all firefighting equipment, including
protective clothing, representative of that carried in the
aircraft should include individual practice by each CCM to
extinguish a fire characteristic of an aircraft interior fire except
that, in the case of halon extinguishers, an alternative
extinguishing agent may be used. Training should place
particular emphasis on identifying the actual source of fire or
smoke.
(3) Training on normal and emergency procedures for special
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categories of passengers (SCPs) should cover the specific
procedures established by the operator for the carriage of
SCPs. The operator may determine that such training is to be
completed at shorter intervals, taking into account the route
structure, passenger profiles, aircraft types operated, seasonal
demands and operations.
(Item (3) will be applicable from 22-Jan-2020)
AMC1 ORO.CC.140
Recurrent & checking training – CRM
AMC1 ORO.CC.115(e)
CRM training should satisfy the following:
(i) the applicable training elements specified in Table 1 of
AMC1 ORO.CC.115(e) should be covered within a 3-year cycle
to the level required by column ‘Annual Recurrent Training’;
326.
(ii) the definition and implementation of the CRM training
programme should be managed by a cabin crew CRM trainer;
and
(iii) when CRM training is provided by stand-alone modules, it
should be conducted by at least one cabin crew CRM trainer.
AMC1 ORO.CC.115(e)
Recurrent & checking training – CRM
327.
(1) Annual recurrent CRM training should be provided in such a
way that all CRM training elements specified for the annual
recurrent training in Table 1 of (g) are covered over a period
not exceeding 3 years.
(2) Operators should update their recurrent CRM training
programme over a period not exceeding 3 years. The revision
of the programme should take into account information from
the operator’s management system.
AMC1 ORO.CC.115(e)
Recurrent & checking training – CRM – Combined
Combined CRM training for flight crew and cabin crew:
(i) Operators should provide combined training for flight crew
and cabin crew during recurrent CRM training.
328.
(ii) The combined training should address at least:
(A) effective communication, coordination of tasks and
functions of flight crew and cabin crew; and
(B) mixed multinational and cross-cultural flight crew and cabin
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crew, and their interaction, if applicable.
(iii) Combined CRM training should be conducted by flight crew
CRM trainer or cabin crew CRM trainer.
(iv) There should be an effective liaison between flight crew
and cabin crew training departments. Provision should be
made for transfer of relevant knowledge and skills between
flight crew and cabin crew CRM trainers.
GM2 ORO.CC.115(e)
Recurrent & checking training – CRM – Minimum time
multi cabin crew operations:
Combined CRM training: 6 training hours over a period of 3
years
329.
Operator’s CRM training for single cabin crew operations: 4
training hours for a cabin crew member operating on aircraft
with a maximum operational passenger seating configuration
of 19 or less
Refresher training
ORO.CC.145
Refresher training - General
When a CCM, during the preceding six months within the
validity period of the last relevant recurrent training and
checking:
(1) has not performed any flying duties, he/she shall, before
being reassigned to such duties, complete refresher training
and checking for each aircraft type to be operated; or
(2) has not performed flying duties on one particular aircraft
type, he/she shall, before being reassigned to duties, complete
on that aircraft type:
330.
(i) refresher training and checking; or
(ii) two familiarisation flights in accordance with ORO.CC.135.
Refresher training programme shall be developed taking into
consideration OSD (Cabin Crew Data).
331.
ORO.CC.145
Refresher training - Programme
The refresher training programme for each aircraft type shall at
least cover:
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(1) emergency procedures;
(2) evacuation procedures;
(3) operation and actual opening, by each cabin crew member,
of each type or variant of normal and emergency exits and of
the flight crew compartment security door in the normal and
emergency modes;
(4) demonstration of the operation of all other exits including
the flight crew compartment windows;
(5) location and handling of all relevant safety and emergency
equipment installed or carried on-board.
AMC1 ORO.CC.145
Refresher training - Programme
332.
(a) Training on emergency procedures should include pilot
incapacitation procedures and crowd control techniques as
applicable to the aircraft type; and
(b) Operation of doors and exits by each CCM should include
failure of power assist systems where fitted as well as the
action and forces required to operate and deploy evacuation
slides.
ORO.CC.145
Refresher training - Programme
The operator may elect to replace refresher training by
recurrent training if the reinstatement of the CCM’s flying
duties commences within the validity period of the last
recurrent training and checking. If that validity period has
expired, refresher training may only be replaced by aircraft
type specific and operator conversion training as specified in
ORO.CC.125.
SCCM training - General
The operator shall nominate cabin crew members to the
position of senior cabin crew member only if they:
333.
SCCM training
ORO.CC.200
334.
(1) have at least one year of experience as operating cabin
crew member; and
(2) have successfully completed a senior cabin crew training
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course and the associated check.
SCCM training programme shall be developed taking into
consideration OSD (Cabin Crew Data).
ORO.CC.200
SCCM training – Training programme
The senior cabin crew training course shall cover all duties and
responsibilities of SCCMs and shall include at least the
following elements:
(1) pre-flight briefing;
(2) cooperation with the crew;
335.
(3) review of operator requirements and legal requirements;
(4) accident and incident reporting;
(5) human factors and crew resource management (CRM); and
(6) flight and duty time limitations and rest requirements.
AMC1 ORO.CC.200(c)
SCCM training – Training programme
The senior cabin crew member training course should at least
cover the following elements:
(a) Pre-flight briefing:
(1) operating as a crew;
(2) allocation of cabin crew stations and responsibilities; and
336.
(3) consideration of the particular flight, aircraft type,
equipment, area and type of operation, including ETOPS and
special categories of passengers with emphasis on passengers
with disabilities or reduced mobility, infants and stretcher
cases.
(b) Cooperation within the crew:
(1) discipline, responsibilities and chain of command;
(2) importance of coordination and communication; and
(3) pilot incapacitation.
(c) Review of operator requirements and legal requirements:
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(1) passenger briefing, safety briefing cards;
(2) securing of galleys;
(3) stowage of cabin baggage;
(4) electronic equipment;
(5) procedures when fuelling with passengers on board;
(6) turbulence; and
(7) documentation.
(d) Accident and incident reporting.
(e) Human factors and CRM:
The operator should ensure that all applicable elements
specified in Table 1 of AMC1 ORO.CC.115(e) are integrated into
the training and covered to the level required by Column
‘Senior Cabin Crew Course’.
(f) Flight and duty time limitations and rest requirements (FTL).
AMC1 ORO.CC.115(e)
SCCM training – CRM
337.
(1) CRM training for senior cabin crew members should be the
application of knowledge gained in previous CRM training and
operational experience relevant to the specific duties and
responsibilities of a senior cabin crew member. The operator
should ensure that for the senior cabin crew member course
the CRM training elements are integrated into the training, as
specified in Table 1 of (g) AMC1 ORO.CC.115(e).
(2) During the training the senior cabin crew member should
demonstrate the ability:
(i) to manage the operation; and
(ii) to take appropriate leadership and management decisions.
Single CCM operations
338. ORO.CC.255
Single CCM operations - Training
The following additional training elements shall be covered
with particular emphasis to reflect single cabin crew
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operations:
(1) responsibility to the commander for the conduct of normal
and emergency procedures;
(2) importance of coordination and communication with the
flight crew, in particular when managing unruly or
disruptive passengers;
(3) review of operator requirements and legal requirements;
(4) documentation;
(5) accident and incident reporting; and
(6) flight and duty time limitations and rest requirements.
MEL Training
ORO.GEN.110(e)
MEL Training programme
AMC1 ORO.GEN.110(e)
The operator should develop a training programme for crew
members and detail such training in the Operations Manual.
Such training programme should include:
(1) the scope, extent and use of the MEL;
339.
(2) the operator’s MEL procedures;
(3) elementary maintenance procedures in accordance with
Commission Regulation (EU) No 1321/2014; and
(4) pilot-in-command/commander responsibilities
2.3 TECHNICAL CREW
General
ORO.TC.110
Training programme – General
The operator shall establish a training programme in
accordance with the applicable requirements of ORO.TC to
cover the duties and responsibilities to be performed by
technical crew members.
341. ORO.TC.110
Training programme – Checking
Following the completion of initial, operator conversion,
differences and recurrent training, each technical crew
340.
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member shall undergo a check to demonstrate their
proficiency in carrying out normal and emergency procedures.
AMC1 ORO.TC.110
Training programme – Checking
(a) Elements of training that require individual practice may be
combined with practical checks.
(b) The checks should be accomplished by the method
appropriate to the type of training including:
342.
(1) practical demonstration;
(2) computer-based assessment;
(3) in-flight checks; and/or
(4) oral or written tests.
ORO.TC.110
Training programme – Personnel
343.
Training and checking shall be conducted for each training
course by personnel suitably qualified and experienced in the
subject to be covered.
The operator shall inform the competent authority about the
personnel conducting the checks.
Initial training
ORO.TC.115
Initial training – General
Before undertaking the operator conversion training, each
technical crew member shall complete initial training,
including:
(a) general theoretical knowledge on aviation and aviation
regulations covering all elements relevant to the duties and
responsibilities required of technical crew;
344.
(b) fire and smoke training;
(c) survival training on ground and in water, appropriate to the
type and area of operation;
(d) aero-medical aspects and first-aid;
(e) communication and relevant CRM elements of ORO.FC.115
and ORO.FC.215.
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Item
Initial training – General theoretical knowledge on aviation
A
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General theoretical knowledge on aviation and aviation
regulations relevant to duties and responsibilities:
(i) the importance of crew members performing their duties in
accordance with the operations manual;
(ii) continuing competence and fitness to operate as a crew
member with special regard to flight and duty time limitations
and rest requirements;
(iii) an awareness of the aviation regulations relating to crew
members and the role of the competent and inspecting
authority;
(iv) general knowledge of relevant aviation terminology, theory
of flight, passenger distribution, meteorology and areas of
operation;
345.
(v) pre-flight briefing of the crew members and the provision of
necessary safety information with regard to their specific
duties;
(vi) the importance of ensuring that relevant documents and
manuals are kept up-to-date with amendments provided by
the operator;
(vii) the importance of identifying when crew members have
the authority and responsibility to initiate an evacuation and
other emergency procedures; and
(viii) the importance of safety duties and responsibilities and
the need to respond promptly and effectively to emergency
situations.
AMC1 ORO.TC.115
346.
Initial training – Fire & smoke training
Fire and smoke training:
(i) reactions to emergencies involving fire and smoke and
identification of the fire sources;
(ii) the classification of fires and the appropriate type and
techniques of application of extinguishing agents, the
consequences of misapplication, and of use in a confined
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space; and
(iii) the general procedures of ground-based emergency
services at aerodromes.
AMC1 ORO.TC.115
Initial training – Survival training
When conducting extended overwater operations, water
survival training, including the use of personal flotation
equipment.
Before first operating on an aircraft fitted with life-rafts or
other similar equipment, training on the use of this equipment,
including practice in water.
347.
Survival training appropriate to the areas of operation (e.g.
polar, desert, jungle, sea or mountain).
AMC1 ORO.TC.115
Initial training – First aid
348.
Aero-medical aspects and first aid, including:
(i) instruction on first aid and the use of first-aid kits; and
(ii) the physiological effects of flying.
AMC1 ORO.TC.115
Initial training – Communication
Effective communication between technical crew members and
flight crew members, including common language and
terminology.
Initial training – CRM
Relevant CRM elements of AMC1 ORO.FC.115.
349.
350. AMC1 ORO.TC.115
Operator conversion & difference training
ORO.TC.120
Operator conversion training – General
Each technical crew member shall complete:
(a) operator conversion training, including relevant CRM
elements,
351.
(1) before being first assigned by the operator as a technical
crew member; or
(2) when changing to a different aircraft type or class, if any of
the equipment or procedures mentioned in (b) are different.
(b) Operator conversion training shall include:
(1) the location and use of all safety and survival equipment
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carried on the aircraft;
(2) all normal and emergency procedures;
(3) on-board equipment used to carry out duties in the aircraft
or on the ground for the purpose of assisting the pilot during
HEMS, HHO or NVIS operations.
ORO.TC.125
Difference training – General
352.
(a) Each technical crew member shall complete differences
training when changing equipment or procedures on types or
variants currently operated.
(b) The operator shall specify in the operations manual when
such differences training is required.
AMC1 ORO.TC.120&.125
Operator conversion & difference training – Fire & smoke
Fire and smoke training, including practical training in the use
of all fire fighting equipment as well as protective clothing
representative of that carried in the aircraft. Each technical
crew member should:
(i) extinguish a fire characteristic of an aircraft interior fire
except that, in the case of Halon extinguishers, an alternative
extinguishing agent may be used; and
353.
(ii) practise the donning and use of protective breathing
equipment (when fitted) in an enclosed, simulated smoke-filled
environment.
AMC1 ORO.TC.120&.125
Operator conversion & difference training – Exits
operations
Practical training on operating and opening all normal and
emergency exits for passenger evacuation in an aircraft or
representative training device and demonstration of the
operation of all other exits.
AMC1 ORO.TC.120&.125
Operator conversion & difference training – Evacuation
procedures and other emergency situations
Evacuation procedures and other emergency situations,
including:
354.
355.
(i) recognition of planned or unplanned evacuations on land or
water - this training should include recognition of unusable
exits or unserviceable evacuation equipment;
(ii) in-flight fire and identification of fire source; and
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(iii) other in-flight emergencies.
AMC1 ORO.TC.120&.125
Operator conversion & difference training – Incapacitation
When the flight crew is more than one, training on assisting if a
pilot becomes incapacitated, including a demonstration of:
(i) the pilot's seat mechanism;
356.
(ii) fastening and unfastening the pilot's seat restraint system;
(iii) use of the pilot's oxygen equipment, when applicable; and
(iv) use of pilots' checklists.
AMC1 ORO.TC.120&.125
Operator conversion & difference training – Safety
equipment
Training on, and demonstration of, the location and use of
safety equipment, including the following:
(i) life-rafts, including the equipment attached to, and/or
carried in, the raft, where applicable;
(ii) life-jackets, infant life-jackets and flotation devices, where
applicable;
(iii) fire extinguishers;
(iv) crash axe or crow bar;
357.
(v) emergency lights, including portable lights;
(vi) communication equipment, including megaphones;
(vii) survival packs, including their contents;
(viii) pyrotechnics (actual or representative devices);
(ix) first-aid kits, their contents and emergency medical
equipment; and
(x) other safety equipment or systems, where applicable.
AMC1 ORO.TC.120&.125
Operator conversion & difference training – Pax briefing
Training on passenger briefing/safety demonstrations and
preparation of passengers for normal and emergency
situations.
Operator conversion & difference training – DG
Training on the use of dangerous goods, if applicable.
358.
359. AMC1 ORO.TC.120&.125
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AMC2 ORO.TC.120&.125
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Operator conversion & difference training – Other
Task-specific training.
Operator conversion & difference training
(a) The operator should determine the content of the
conversion or differences training taking account of the
technical crew member's previous training as documented in
the technical crew member's training records.
(b) Aircraft conversion or differences training should be
conducted according to a syllabus and include the use of
relevant equipment and emergency procedures and practice
on a representative training device or on the actual aircraft.
361.
(c) The operator should specify in the operations manual the
maximum number of types or variants that can be operated by
a technical crew member.
ORO.TC.130
Familiarisation flights – General
Following completion of the operator conversion training, each
technical crew member shall undertake familiarisation flights
prior to operating as a required technical crew member in
HEMS, HHO or NVIS operations.
Recurrent training – General
(a) Within every 12-month period, each technical crew member
shall undergo recurrent training relevant to the type or class of
aircraft and equipment that the technical crew member
operates. Elements of CRM shall be integrated into all
appropriate phases of the recurrent training.
362.
Recurrent training
ORO.TC.135
363.
(b) Recurrent training shall include theoretical and practical
instruction and practice.
AMC1 ORO.TC.135
Recurrent training – Yearly programme
The recurrent practical training should include every year:
(1) emergency procedures, including pilot incapacitation;
364.
(2) evacuation procedures;
(3) touch-drills by each technical crew member for opening
normal and emergency exits for (passenger) evacuation;
(4) the location and handling of emergency equipment and the
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donning by each technical crew member of life-jackets and
protective breathing equipment (PBE), when applicable;
(5) first aid and the contents of the first-aid kit(s);
(6) stowage of articles in the cabin;
(7) use of dangerous goods, if applicable;
(8) incident and accident review; and
(9) crew resource management: all major topics of the initial
CRM training should be covered over a period not exceeding 3
years. See AMC1 ORO.FC.115.
AMC1 ORO.TC.135
Recurrent training – 3 years programme
Recurrent training should include every 3 years:
(1) practical training on operating and opening all normal and
emergency exits for passenger evacuation in an aircraft or
representative training device and demonstration of the
operation of all other exits;
(2) practical training in the use of all fire fighting equipment as
well as protective clothing representative of that carried in the
aircraft. Each technical crew member should:
365.
(i) extinguish a fire characteristic of an aircraft interior fire
except that, in the case of Halon extinguishers, an alternative
extinguishing agent may be used; and
(ii) practise the donning and use of protective breathing
equipment (when fitted) in an enclosed, simulated smoke-filled
environment;
(3) use of pyrotechnics (actual or representative devices); and
(4) demonstration of the use of the life-raft, where fitted.
Refresher training
ORO.TC.140
366.
Refresher training – General
(a) Each technical crew member who has not undertaken
duties in the previous six months shall complete the refresher
training specified in the operations manual.
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(b) The technical crew member who has not performed flying
duties on one particular aircraft type or class during the
preceding six months shall, before being assigned on that type
or class, complete either:
(1) refresher training on the type or class; or
(2) two familiarisation sectors on the aircraft type or class.
AMC1 ORO.TC.140
Refresher training – Programme
(a) Refresher training may include familiarisation flights.
(b) Refresher training should include at least the following:
(1) emergency procedures, including pilot incapacitation;
(2) evacuation procedures;
367.
(3) practical training on operating and opening all normal and
emergency exits for passenger evacuation in an aircraft or
representative training device and demonstration of the
operation of all other exits; and
(4) the location and handling of emergency equipment, and the
donning of life-jackets and protective breathing equipment,
when applicable.
MEL Training
ORO.GEN.110(e)
AMC1 ORO.GEN.110(e)
MEL Training programme
The operator should develop a training programme for crew
members and detail such training in the Operations Manual.
Such training programme should include:
(1) the scope, extent and use of the MEL;
368.
(2) the operator’s MEL procedures;
(3) elementary maintenance procedures in accordance with
Commission Regulation (EU) No 1321/2014; and
(4) pilot-in-command/commander responsibilities
NVIS
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SPA.NVIS.130
Item
NVIS Training & checking programme
AMC1 SPA.NVIS.130(f)(1)
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NVIS technical crew member should be trained and checked in
the following items:
(1) NVIS working principles, eye physiology, vision at night,
limitations, and techniques to overcome these limitations;
(2) duties in the NVIS role, with and without NVGs;
(3) the NVIS installation;
(4) operation and use of the NVIS equipment;
369.
(5) preparing the helicopter and specialist equipment for NVIS
operations;
(6) normal and emergency procedures;
(7) crew coordination concepts specific to NVIS operations;
(8) awareness of specific dangers relating to the operating
environment; and
(9) risk analysis, mitigation and management.
See GMs SPA.NVIS.130(f) for more details.
HHO
SPA.HHO.130
AMC1 SPA.HHO.130(f)(1)
HHO Training & checking programme
HHO technical crew members should be trained and checked in
the following items:
(1) duties in the HHO role;
(2) fitting and use of the hoist;
370.
(3) operation of hoist equipment;
(4) preparing the helicopter and specialist equipment for HHO;
(5) normal and emergency procedures;
(6) crew coordination concepts specific to HHO;
(7) operation of inter-communication and radio equipment;
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(8) knowledge of emergency hoist equipment;
(9) techniques for handling HHO passengers;
(10) effect of the movement of personnel on the centre of
gravity and mass during HHO;
(11) effect of the movement of personnel on performance
during normal and emergency flight conditions;
(12) techniques for guiding pilots over HHO sites;
(13) awareness of specific dangers relating to the operating
environment; and
(14) the dangers of static electricity discharge.
HEMS
SPA.HEMS.130
AMC1 SPA.HEMS.130(f)(1)
HEMS Training & checking programme
HEMS technical crew members should be trained and checked
in the following items:
(1) duties in the HEMS role;
(2) map reading, navigation aid principles and use;
(3) operation of radio equipment;
(4) use of on-board medical equipment;
371.
(5) preparing the helicopter and specialist medical equipment
for subsequent HEMS departure;
(6) instrument reading, warnings, use of normal and
emergency checklists in assistance of the pilot as required;
(7) basic understanding of the helicopter type in terms of
location and design of normal and emergency systems and
equipment;
(8) crew coordination;
(9) practice of response to HEMS call out;
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(10) conducting refuelling and rotors running refuelling;
(11) HEMS operating site selection and use;
(12) techniques for handling patients, the medical
consequences of air transport and some knowledge of hospital
casualty reception;
(13) marshalling signals;
(14) underslung load operations as appropriate;
(15) winch operations as appropriate;
(16) the dangers to self and others of rotor running helicopters
including loading of patients; and
(17) the use of the helicopter inter-communications system.
2.4 DANGEROUS GOODS, SECURITY TRAINING AND FATIGUE MANAGEMENT TRAINING FOR OPERATIONS PERSONNEL
Dangerous goods
ORO.GEN.110
Dangerous Goods – General
The operator shall establish and maintain dangerous goods
training programmes for personnel as required by the technical
instructions which shall be subject to review and approval by
the competent authority. Training programmes shall be
commensurate with the responsibilities of personnel.
Dangerous Goods – General – Validity
The validity period of DG training is 24 months.
Dangerous Goods – General – Test
A test must be provided following DG training to verify the
understanding of the regulations.
375. ICAO Doc 9284
Dangerous Goods – “No carry” operators – Flight crew
Approved category 16 training shall be provided to FCM.
376. ICAO Doc 9284
Dangerous Goods – “No carry” operators – Cabin crew
Approved category 17 training shall be provided to CCM.
ICAO Doc 9284
Dangerous Goods – “No carry” operators – Other crew
Approved category 17 training shall be provided to other crew
members.
378. ICAO Doc 9284
Dangerous Goods – “No carry” operators – Loadmasters
Approved category 16 training shall be provided to
372.
373. ICAO Doc 9284
374.
377.
ICAO Doc 9284
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loadmasters.
ICAO Doc 9284
Dangerous Goods – “No carry” operators – Flight ops
officers/Flight dispatchers
Approved category 16 training shall be provided to Flight ops
officers/Flight dispatchers.
SPA.DG.105
Dangerous goods – Approved operators
The operator shall establish and maintain a training
programme for all personnel involved and demonstrate to the
competent authority that adequate training has been given to
all personnel.
381. ICAO Doc 9284
Dangerous Goods – Approved operators – Flight crew
Approved category 10 training shall be provided to FCM.
382. ICAO Doc 9284
Dangerous Goods – Approved operators – Cabin crew
Approved category 11 training shall be provided to CCM.
ICAO Doc 9284
Dangerous Goods – Approved operators – Other crew
Approved category 11 training shall be provided to other crew
members.
ICAO Doc 9284
Dangerous Goods – Approved operators – Loadmasters
Approved category 10 training shall be provided to
loadmasters.
ICAO Doc 9284
Dangerous Goods – Approved operators – Flight ops
officers/Flight dispatchers
Approved category 10 training shall be provided to Flight ops
officers/Flight dispatchers.
Flight crew / Technical crew – Security training
Without prejudice to Regulation (EC) No 300/2008, the CAT
operator should establish and maintain a security training
programme for crew members, including theoretical and
practical elements. This training should be provided at the time
of operator conversion training and thereafter at intervals not
exceeding three years. The content and duration of the training
should be adapted to the security threats of the individual
operator and should ensure that crew members act in the most
appropriate manner to minimise the consequences of acts of
unlawful interference. This programme should include the
following elements:
379.
380.
383.
384.
385.
Security
AMC1 ORO.GEN.110(a)
Reg 300/2008
386.
(a) determination of the seriousness of the occurrence;
(b) crew communication and coordination;
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(c) appropriate self-defence responses;
(d) use of non-lethal protective devices assigned to crew
members whose use is authorised by the Member State;
(e) understanding of behaviour of terrorists so as to facilitate
the ability of crew members to cope with hijacker behaviour
and passenger responses;
(f) in case where cabin crew are required, live situational
training exercises regarding various threat conditions;
(g) flight crew compartment procedures to protect the aircraft;
(h) aircraft search procedures, in accordance with Regulation
(EC) No 300/2008, including identification of prohibited
articles; and
(i) guidance on the least risk bomb locations.
ORO.CC.125
Reg 300/2008
387.
Cabin crew – Security – Initial and Conversion training
Without prejudice to Regulation (EC) No 300/2008, the CAT
operator should establish and maintain a security training
programme for crew members, including theoretical and
practical elements. This training should be provided at the time
of operator conversion training and thereafter at intervals not
exceeding three years. The content and duration of the training
should be adapted to the security threats of the individual
operator and should ensure that crew members act in the most
appropriate manner to minimise the consequences of acts of
unlawful interference. This programme should include the
following elements:
(a) determination of the seriousness of the occurrence;
(b) crew communication and coordination;
(c) appropriate self-defence responses;
(d) use of non-lethal protective devices assigned to crew
members whose use is authorised by the Member State;
(e) understanding of behaviour of terrorists so as to facilitate
the ability of crew members to cope with hijacker behaviour
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and passenger responses;
(f) in case where cabin crew are required, live situational
training exercises regarding various threat conditions;
(g) flight crew compartment procedures to protect the aircraft;
(h) aircraft search procedures, in accordance with Regulation
(EC) No 300/2008, including identification of prohibited
articles; and
(i) guidance on the least risk bomb locations.
ORO.CC.140
Reg 300/2008
388.
Cabin crew – Security – Annual recurrent training
Security procedures shall be part of the annual recurrent
training programme (ORO.CC.140).
Without prejudice to Regulation (EC) No 300/2008, the CAT
operator should establish and maintain a security training
programme for crew members, including theoretical and
practical elements. This training should be provided at the time
of operator conversion training and thereafter at intervals not
exceeding three years. The content and duration of the training
should be adapted to the security threats of the individual
operator and should ensure that crew members act in the most
appropriate manner to minimise the consequences of acts of
unlawful interference. This programme should include the
following elements:
(a) determination of the seriousness of the occurrence;
(b) crew communication and coordination;
(c) appropriate self-defence responses;
(d) use of non-lethal protective devices assigned to crew
members whose use is authorised by the Member State;
(e) understanding of behaviour of terrorists so as to facilitate
the ability of crew members to cope with hijacker behaviour
and passenger responses;
(f) in case where cabin crew are required, live situational
training exercises regarding various threat conditions;
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(g) flight crew compartment procedures to protect the aircraft;
(h) aircraft search procedures, in accordance with Regulation
(EC) No 300/2008, including identification of prohibited
articles; and
(i) guidance on the least risk bomb locations.
AMC2 ORO.GEN.110(a)
Ground personnel – Security training
In accordance with Regulation (EC) No 300/2008, the CAT
operator should establish and maintain a security training
programme for ground personnel to acquaint appropriate
employees with preventive measures and techniques in
relation to passengers, baggage, cargo, mail, equipment, stores
and supplies intended for carriage so that they contribute to
the prevention of acts of sabotage or other forms of unlawful
interference.
Crew members - Initial and recurrent fatigue management
training
The training syllabus should contain the following:
Reg 300/2008
389.
Fatigue Management
ORO.FTL.250
AMC1 ORO.FTL.250
APPLICABLE TO CAT OPERATIONS EXCEPT TAXI, AND EMS
(a) applicable regulatory requirements for flight, duty and rest;
(b) the basics of fatigue including sleep fundamentals and the
effects of disturbing the circadian rhythms;
(c) the causes of fatigue, including medical conditions that may
lead to fatigue;
(d) the effect of fatigue on performance;
390.
(e) fatigue countermeasures;
(f) the influence of lifestyle, including nutrition, exercise, and
family life, on fatigue;
(g) familiarity with sleep disorders and their possible
treatments;
(h) where applicable, the effects of long range operations and
heavy short range schedules on individuals;
(i) the effect of operating through and within multiple time
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zones; and
(j) the crew member responsibility for ensuring adequate rest
and fitness for flight duty.
ORO.FTL.250
AMC1 ORO.FTL.250
Personnel responsible for preparation and maintenance of
crew rosters and management personnel - Initial and
recurrent fatigue management training
The training syllabus should contain the following:
(a) applicable regulatory requirements for flight, duty and rest;
(b) the basics of fatigue including sleep fundamentals and the
effects of disturbing the circadian rhythms;
(c) the causes of fatigue, including medical conditions that may
lead to fatigue;
(d) the effect of fatigue on performance;
(e) fatigue countermeasures;
391.
(f) the influence of lifestyle, including nutrition, exercise, and
family life, on fatigue;
(g) familiarity with sleep disorders and their possible
treatments;
(h) where applicable, the effects of long range operations and
heavy short range schedules on individuals;
(i) the effect of operating through and within multiple time
zones; and
(j) the crew member responsibility for ensuring adequate rest
and fitness for flight duty.
2.5 OPERATIONS PERSONNEL OTHER THAN CREW MEMBERS
ORO.GEN.110
Ground and flight operations personnel
392.
393. ICAO Doc 7192
Flight operations officers / Flight dispatchers training –
The operator shall ensure that all personnel assigned to, or
directly involved in, ground and flight operations are properly
instructed, have demonstrated their abilities in their particular
duties and are aware of their responsibilities and the
relationship of such duties to the operation as a whole.
1.
Civil air law & regulations
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2.
Aviation indoctrination
3.
Aircraft mass & performance
4.
Navigation
5.
Air traffic management
6.
Meteorology
7.
Mass & balance control
8.
Transport of DG by air
9.
Flight planning
10. Flight monitoring
11. Communication – radio
12. Human factors
13. Security
394.
ICAO Doc 7192
Flight operations officers / Flight dispatchers training –
Practical knowledge
On-the-job training (around 90 days)
MEL Training programme
The operator should develop a training programme for ground
personnel dealing with the use of the MEL and detail such
training in the continuing airworthiness maintenance
exposition CAME and OM as appropriate. Such training
programme should include:
MEL Training
ORO.GEN.110(e)
AMC1 ORO.GEN.110(e)
395.
(1) the scope, extent and use of the MEL;
(2) placarding of inoperative equipment;
(3) deferral procedures;
(4) dispatching; and
(5) any other operator’s MEL related procedures.
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ETOPS training
SPA.ETOPS.105
ETOPS training programme – Dispatchers
AMC 20-6
The operator’s training programme in respect to ETOPS should
provide training where applicable for operations personnel
other than flight crew (e.g. dispatchers), in addition to
refresher training in the following areas:
a. ETOPS Regulations/Operations Approval
b. Aeroplane performance/Diversion procedures
396.
c. Area of Operation
d. Fuel Requirements
e. Dispatch Considerations MEL, CDL, weather minima, and
alternate airports
f. Documentation
3 PROCEDURES
397. AMC3 ORO.MLR.100
398.
AMC3 ORO.MLR.100
3.2 Procedures to be applied in the event that personnel do
not achieve or maintain the required standards.
AMC3 ORO.MLR.100
3.3 Procedures to ensure that abnormal or emergency
situations requiring the application of part or all of the
abnormal or emergency procedures, and simulation of
instrument meteorological conditions (IMC) by artificial
means are not simulated during commercial air transport
operations.
CAT.OP.MPA.275
Simulated abnormal situations in flight
399.
400.
3.1 Procedures for training & checking
The operator shall ensure that when carrying passengers or
cargo the following are not simulated:
(a) abnormal or emergency situations that require the
application of abnormal or emergency procedures; or
(b) flight in IMC by artificial means.
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4 DESCRIPTION OF DOCUMENTATION TO BE STORED & STORAGE PERIODS
ORO.GEN.220
Record-keeping – General
401.
(a) The operator shall establish a system of record-keeping that
allows adequate storage and reliable traceability of all activities
developed, covering in particular all the elements indicated in
ORO.GEN.200.
(b) The format of the records shall be specified in the
operator’s procedures.
(c) Records shall be stored in a manner that ensures protection
from damage, alteration and theft.
AMC1 ORO.GEN.220
Record-keeping – General
(a) The record-keeping system should ensure that all records
are accessible whenever needed within a reasonable time.
These records should be organised in a way that ensures
traceability and retrievability throughout the required
retention period.
AMC1 ORO.GEN.220
Record-keeping – General
(b) Records should be kept in paper form or in electronic
format or a combination of both. Records stored on microfilm
or optical disc format are also acceptable. The records should
remain legible throughout the required retention period. The
retention period starts when the record has been created or
last amended.
AMC1 ORO.GEN.220
Record-keeping – General
(c) Paper systems should use robust material which can
withstand normal handling and filing. Computer systems
should have at least one backup system which should be
updated within 24 hours of any new entry. Computer systems
should include safeguards against the ability of unauthorised
personnel to alter the data.
AMC1 ORO.GEN.220
Record-keeping – General
(d) All computer hardware used to ensure data backup should
be stored in a different location from that containing the
working data and in an environment that ensures they remain
in good condition. When hardware or software changes take
place, special care should be taken that all necessary data
continues to be accessible at least through the full period
specified in the relevant subpart. In the absence of such
402.
403.
404.
405.
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indication, all records should be kept for a minimum period of
5 years.
ORO.MLR.115
Record-keeping – Training records
FCM licence & CCM attestation: as long as privileges are
exercised
Crew training, checking & qualification: 3 years
Crew recent experience: 15 months
406.
Crew route, aerodrome & area of operation: 3 years
DG training: 3 years
Training of other personnel: Last 2 training records
AMC1 ORO.MLR.115
Record-keeping – Training records
A summary of training should be maintained by the operator to
show every crew member’s completion of each stage of
training and checking.
ICAO Doc 9284
Dangerous goods record of training
The DG record of training shall include:
407.
408.
-
The individual’s name
-
The most recent training completion month
-
A description, copy or reference to training
materials used to meet the training requirements
-
The name and address of the organisation providing
the training
-
Evidence, which shows that a test has been
completed satisfactorily
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CONCLUSIONS
Operations Manual – Part D – CAT
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